Glass. 
Book. 




• AA^ 



INTERNATIONAL AMERICAN CONFERENCE. 



REPORTS AND RECOMMENDATIONS, 



TOGETHER WITH 



rif^ 



THE MESSAGES OF THE PRESIDENT AND THE LETTERS 

OF THE SECRETARY OF STATE TRANSMITTING 

THE SAME TO CONGRESS. 



PLAN OF ARBITRATION. 
RECIPROCITY TREATIES. 
INTER-CONTINENTAL RAILWAY. 
STEAM-SHIP COMMUNICATION. 
SANITARY REGULATIONS. 
CUSTOMS REGULATIONS. 
COMMON SILVER COIN. 
PATENTS AND TRADE-MARKS. 



WEIGHTS AND MEASURES. 
PORT DUES. 
INTERNATIONAL LAW. 
EXTR AD ITION TRE AT IE S. 
INTERNATIONAL BANK. 
MEMORIAL TABLET. 
COLOMBIAN EXPOSITION. 



WASHIKGTONr 

GOVERNMENT PRINTING OFFICIJ, 
1890. 






By tr?"'^*=^''^r 

JAN 29 1910 



Q:^^/^/ 



h 



INTERNATIONAL AMERICAN CONFERENCE. 



REPORT AND RECOMMENDATIONS 

CONCERNrNG A 

PLAN OF AEBITEATION" 

FOR THE 

SETTLEMENT OF DISPUTES BETWEEN THE 
AMERICAN REPUBLICS. 



51st Congress, ) SENATE. r Ex. Doo. 

1st Session. | , \ No. 224. 



MESSAGE 

FROM THE 

PRESIDENT OF THE UNITED STATES, 

TRANSMITTING 

Reports adopted by the Go7iferenGe of American Nations recently in session at 
Washington relating to the subject of international arbitration. 



September 3, 1890.— Read, referred to the Committee on Foreign Relations, and • 

ordered to be printed. 



To the Senate and Honse of Representatives : 

I transmit herewith a letter from the Secretary of State, which is 
accompanied by three reports adopted by the Conference of American 
Nations recently in session at Washington relating to the subject of 
international arbitration. The ratification of the treaties contemplated 
by these reports will constitute one of the happiest and most hopeful 
incidents in the history of the Western Hemisphere. 

Ben J. Harrison, 

Executive Mansion, 

September 3, 1890. 



Department of State, 

Washington, August 26, 1890. 
The President : 

The act of Congress approved May 24, 1888, authorized the Presi- 
dent to invite the several other governments of America to join the 
the United States in a conference " for the purpose of discussing and 
recommending for adoption some plan of arbitration for the settlement 
of disagreements and disputes that may hereafter arise between them." 
In pursuance of this invitation the Conference recently in session at 
this capital adopted three reports : 

1. Eecommending a definite plan of arbitration for the settlement of 
differences between the American nations. 

2. Eecommending the adoption of a similar plan by the nations of 
Europe. 

3. Declaring that the right of conquest could not be recognized by 
the American nations. 

I have the honor to inclose herewith copies of these reports for the 
information of Congress. 

Eespectfuliy submitted, 

James G. Blaine. 



INTERNATIONAL ARBITRATION. 



INTERNATIONAL AMERICAN 
CONFERENCE. 



CONPERENCIA INTERNACIO- 
NAL AMERICANA. 



Reports of the Committee on Gen- 
eral Welfare. 

[As adopted by the Conierence.] 

I.— PLAN OF ARBITEATION. 

The Delegates from North, Central, and 
South America in Conference assembled: 

Believing that war is the most cruel, the 
most fruitless, and the most dangerous 
expedient for the settlement of inter- 
national differences ; 

Recogniziug that the growth of the 
moral principles which govern political 
societies has created an earnest desire in 
favor of the amicable adjustment of such 
differences ; 

Animated by the conviction of the great 
moral and material benefits that peace 
offers to mankind, and trusting that the 
existing conditions of the respective na- 
tions are especially propitious for the adop- 
tion of arbitration as a substitute for armtjd 
struggles ; 

Convinced by reason of their friendly 
and cordial meeting in the present Con- 
ference, that the American Republics, con- 
trolled alike by the principles, duties, and 
responsibilities of popular Government, 
and bouud together by vast and increas- 
ing mutual interests, can, within the 
sphere of their own action, maintain the 
peace of the continent, and the good-will 
of all its inhabitants ; 

And considering it their duty to lend 
their assentto the lofty principles of peace 
which the most enlightened public senti- 
ment of the world approves ; 

Do solemnly recommend all the Govern- 
ments by which they are accredited to 
conclude a uniform treaty of arbitration 
in the articles following: 

Article I. 

The republics of North, Central, and 
South America hereby adopt arbitration 
as a principle of American international 
law for the settlement of the differences, 
disputes, or controversies that may arise 
between two or more of them. 

Article II. 

Arbitration shall be obligatory in all 
coutroversies concerning diplomatic and 
consular privileges, boundaries, territo- 
ries, indemnities, the right of navigation, 
and the validity, construction, and en- 
forcement of treaties. 



Inpormes de la Comisi6n de Bien- 
estar General. 

[Como quedaron adoptados por la Conferencia.] 
L— PLAN DE AEBITARJE. 

Las Delegaciones de Norte, Centro y 
Sud America, reunidas en Conferencia In- 
ternacional Americana, 

Creyendo quelaguerra es el medio m^s 
cruel, el m^s incierto, eLmfis ineficaz y el 
m^s peligroso para decidir las diferencias 
internacionales ; 

Reconociendo que el desenvolvimiento 
de los principios morales que gobiornan 
las sociedades politicas, ha creado una 
verdadera aspiracidn en favor de la solu- 
cidn pacifica de aquellas disidencias ; 

Auimadas por la idea de los grandes 
beneficlos morales y materiales que la paz 
ofrece ^ la humanidad, y confiando en quo 
la condici6n actual de sus respectivos 
paises es especialmente ppopicia para la 
cousagracion del arbitraje en oposicidn li 
las luchas armadas : 

Convencidas, por su amistosa y cordial 
reuni6n en la presente Conferencia, de que 
las naciones americanas, regidas por los 
principios, deberes y responsabilidades 
del Gobierno democratico, y ligadas por 
comunes, vastos y crecientes intereses, 
pueden, dentro de la esfera de su propia 
accidn, afirmar la i)az del Continente y la 
buena voluntad de todos sus habitantes ; 

Y reputando de su deber prestar asen- 
timiento fi los altos principios de paz que 
proclama el sentimiento ilustrado de la 
opini6n universal ; 

Encarecen a los Gobiernos que repre- 
sentan la celebracidn de un tratado uni- 
forme de arbitraje sobre las bases siguien- 
tes: 

ARTfCULO I. 

Las Repliblicas del Norte, Centro y Sud 
America, adoptan el arbitraje como prin- 
cipio de Derecho Internacioual Americano 
para la soluci6n de las diferencias, dis- 
putas 6 contiendas entre dos 6 mas de 
ellas. 

ARTfCULO II. 

El arbitraje es obligatorio en todas las 
cuestiones sobre privilegios diplomiiticos 
y consulares, limites, territorios, indem- 
nizaciones, derechos de navegacidu, y 
validez, inteligencia y cumplimieuto do 
tratados. 



INTERNATIONA! ARBlTRAriON. 



Article III. 

Arbitration shall be equally oblicjatory 
in all cases other than those mentioned 
in the foregoing article, whatever may be 
their origin, nature, or object, with the 
single exception mentioned in the nest 
following article. 



ARTfcULO III. 

El arbitraje es igualmente obligatorio, 
t.on Ja limitacidn del articulo siguiente, 
en todas las demdis cuestiones no enuncia- 
das en el articulo anterior, cualesquiera 
que scan su causa, naturaleza d objeto. 



Article IV. 

The sole qiiestioijs excepted from the 
provisions of the preceding articles are 
those which, in the judgment of any one 
of theuations involved in the controversy, 
may imperil its independence. In which 
case, for snch nation, arbitration shall be 
optioual ; but it shall be obligatory upon 
the adversary power. 



Articulo IV. 

Se exceptiian linicamente de la dis- 
posicidn del articulo que precede, aquellas 
cuestiones que, ^ juicio exclusivo de 
alguna de las naciones interesadas en la 
contienda, comprnmetan su propia inde- 
pendeucia. En este caso, el arbitraje serii 
voluntario de parte de dicha uacidn, pero 
ser^ obligatorio para la otra parte. 



Article V. 



Articulo V. 



All controversies or differences, whether 
pending or hereafter arising, shall be sub- 
mitted to arbitration, even though they 
may have originated in occurrences ante- 
dating the present treaty. 



Quedan comprendidas dentro del arbi- 
traje las cuestiones peudieutes en la 
actualidad, y todas las que se susciten 
en adelante, atiu cuando provengan de 
hechos anteriores al presente Tratado. 



Article VI. 



Articulo VI. 



No question shall be revived by virtue 
of this treaty concerning which a definite 
agreement shall already have been 
reached. In such cases arbitration shall 
be resorted to only for the settlement of 
questions concerning the validity, inter- 
pretation, or enforcement of such agree- 
ments. 

Article VII. 



No pueden renovarse, en virtud do este 
Tratado, las cuesfciouessobrequelas partes 
tengan celebradosya arreglos defiuitivos. 
En Tales casos, el arbitraje se limitar^ ex- 
clusivamente & las cuestiones que se 
susciten sobre validez, inteligencia y 
cumplimiento de dichos arreglos. 

ARTfCULO VII. 



The choice of arbitrators shall not be 
limited or coniined to American States. 
Any government may serve in the 
capacity of arbitrator which maintains 
friendly relations with the nation op- 
posed to the one selecting it. The office 
of arbitrator may also be intrusted to 
tribunals of justice, to scientific bodies, 
to public officials, or to private individu- 
als, whether citizens or not of the States 
selecting them. 



La elecci6n de ^rbitros no recouoce li- 
raites ni prefereucias. El cargo de iirbitro 
no reconoce limites ni preferencias. El 
cargo de ^rbitro puede recaer, en conse- 
cueucia, sobre cualquiera Gobierno que 
manteuga buenas relaciones con la parte 
coutrfiria de la nacidn que lo escoja. Las 
lunciones arbitrales pueden tambi^n ser 
confiadas £ los Tribunales de justicia, d 
las corporaciones cientificas, ^ losfuncio- 
narios piiblicos, y ^ los simples particu- 
lares, sean 6 no oiudadanos del Estado 
que los nombre. 



Article VIII. 



ARTfCULO VIII. 



The court of arbitration may consist of 
one or more persons. If of one person, he 
shall be selected jointly by the nations 
concerned. If of several persons, their 
selection may be jointly made by the 
nations concerned. Should no choice be 
agreed upon, each nation showing a dis- 
tinct interest in the question at issue shall 
have the right to appoint one arbitrator 
on its own behalf. 



El tribunal[pnede ser unipersonal 6 co- 
lectivo. Para que sea unipersonal, es 
necesario que las partes elijan el ^rbitro 
do comun acuerdo. Si fuere colectivo, 
las partes podr^n convenir en unos mis- 
mos ^rbitros. A falta de acuerdo, cada 
nacidn que represente un interns distinto, 
tendr^ derecho de nombrar un ^rbitro por 
su parte. 



INTERNATIONAL ARBITKATION. 



Article IX. 



ARXfCULO IX. 



WheneTer the court shall consist of 
an even number of arbitrators, the 
nations concerned shall appoint an um- 
pire, who shall decide all questions upon 
■which the arbitrators may disagree. If 
the nations interested fail to agree in 
the selection of an umpire, such umpire 
shall be selected by the arbitrators 
already ajjpoiuted. 



Siempre que el tribunal se compouga 
de un niimero par de ^rbitros, las nacionea 
interesadas designar^n un iirbitro tercero 
para decidir cualquiera discordia que 
ocurra entre ellos. Si las naciones inte- 
resadas no se pusieren de acuerdo en la 
eleccida del tercero, la har^u los ^rbi- 
tros nombrados por ell as. 



Article X. 

The appointment of an umpire, and his 
acceptance, shall take place before the 
arbitrators entei- upon the hearing of the 
questions in dispute. 

Article XI. 

The umpire shall not act as a member 
of the court, but his duties and powers 
shall be limited to the decision of ques- 
tions, whether principal or incidental, 
upon which the arbitrators shall be un- 
able to agree. 

Article XII. 

Should an arbitrator or an umpire be 
prevented from serving by reason of 
death, resignation, or other cause, such 
arbitrator or umpire shall be replaced by 
a substitute to be selected in the same 
manner in which the original arbitrator 
or umpire shall have been chosen. 

Article XTII. 

The court shall hold its sessions at such 
place as the parties in interest may agree 
upon, and in case of disagreement or fail- 
ure to name a place the court itself may 
determine the location. 

Article XIV. 

When the court shall consist of several 
arbitrators, a majoiity of the whole num- 
ber may act notwithstanding the absence 
or -withdrawal of the minority. In such 
case the majority shall continue in the 
performance of their duties until they 
shall have reached a final determination 
of the questions submitted for their con- 
Bideration. 

Article XV. 



ARTfCULO X. 

Ladesignacidn y aceptacidn del tercero 
se verificar^n antes de que los ^rbitros 
principien 6, conocer del asunto sonietido 
a su resoluci6n. 

Articulo XI. 

El tercero no se reunir^ con los ^rbi- 
tros para formar Tribunal, y su encargo 
se limitarii ^ decidir las discordias de 
aquellos, en lo principal y en los inci- 
dcntes. 



ARTfcULO XII. 

En caso de muerte, renuucia 6 impedi- 
mento sobreviniente, los iirbitros y el 
tercero ser^n reemplazados por otros nom- 
brados por las mismas partes y del mismo 
modo que lo fueron aqnellos. 



Articulo XIII. 

El Tribunal ejercer^ sus funciones en 
el lugar designado pos las partes ; y si 
ellas no lo designaren, 6 no estuvieren de 
acuerdo, en el que el mismo Tribunal 
escogiere al efecto. 

ARTfcULO XIV. 

Cuando el Tribunal fuere colegiado, la 
acci6n de la mayoria absoluta no sera 
paralizadadrestringidaporlaiuasisteucia 
d retire de la minoria. La mayoria de- 
hor^, por el coutrario, llevar adelante sua 
procedimieutos y resolver el asunto so- 
metido ^ su consideracion. 



Articulo XV. 



The decision of a majority of the whole 
number of arbitrators shall be final both 
on the main and incidental issues, unless 
in the agreement to arbitrate it shall have 
been expressly provided that unanimity 
is essential. 



Article XVI. 

The general expenses of arbitration pro- 
ceedings shall be paid in equal propor- 
tions by the governments tliat are parties 



Las decisiones de la mayoria absoluta 
del Tribunal colectivo constituir^n aen- 
tencia, asi sobre los iiicidentes como sobre 
lo principal de la causa, salvo que el com- 
promiao arbitral exigiere expresamente 
que el lando sea pronuuciado por unani- 
midad. 

ArtIculo XVI. 

Los gastos generales del arbitramento 
eer^n pagados Ji prorata entre las na- 
ciones que sean parte en el asunto. Los 



INTERNATIONAL ARBITRATION. 



thereto ; but expenses incurred by either 
party in the preparation and prosecution 
of its case shall be defrayed by it indi- 
vidually. 

AllTICLE XVII. 

Whenever disputes arise the nations 
involved shall appoint courts oF arbitra- 
tion iu accorclauce with the provisions of 
the i»receding articles. Only by the mu- 
tual and free consent of all of such nations 
may those provisions be disregarded, and 
courts of arbitratiou appointed under dif- 
ferent arrangements. 

Article XVIII. 

This treaty shall remain in force for 
twenty vears from the date of the ex- 
change of ratifications. After the expira- 
tion of that period, it shall continue in 
operation until one of the contracting 
parties shall have notified all the others 
of its desire to determine it. In the event 
of such notice the treaty shall continue 
obligatory upon the party giving it for 
one year thereafter, but the withdrawal 
of one or more nations shall not invali- 
date the treaty with respect to the other 
nations concerned. 

Article XIX. 

This treaty shall be ratified by all the 
na,tions approving it, according to their 
respective constitutional methods ; and 
the ratifications shall be exchanged in 
the city of W^ashingtou on or before the 
first day of May, A. D. 1891. 

Any other nation may accept this treaty 
and become a party thereto, by signing a 
copy thereof and depositing the same 
with the Government of the United 
States; whereupon the said Government 
shall communicate this fact to the other 
contracting parties. 

In testimony whereof the undei'signed 
plenipotentiaries have hereunto aflixed 
their siguatures and seals. 

Done in the city of Washington, in 
copies in English, Spanish, and Portu- 
guese, on this day of the month of 
, one thousand eight hundred and 
niuety. 



que cada parte haj^a para su representa- 
cion y defeusa en el juicio, ser^u d© su 
cuenta. 

ArtIculo XVII. 

Las nacionesinteresadas en la contienda 
formar^n, en cada caso, el Tribunal 
arbitral, de acuerdo con las regias esta- 
blecidas en los articulos precedentes. 
Solo por mtituo y libre consentimieuto de 
todas ellas, podrau separarse de dichaa 
disposiciones para constituir el Tribunal 
en condi clones diferentes. 

ArtIculo XVIII. 

Este Tratado subsistir^ durante veinte 
auos contados desde la fecha del canje de 
las ratificaciones. Concluido este t6v- 
mino, seguir^ en vigor hasta que alguna 
de las partes contratantes notifique ^ las 
otras su deseo de que caduque. En este 
caso, continuar^ subsisteute hasta que 
trauscurra un aiio desde la fecha de dicha 
notificacidn. 

Es eutendido, sin embargo, que la 
separacidu de alguna de las partes con- 
tratantes no invalidar^ el Tratado re- 
specto de las otras partes. 

AUTfCULO XIX. 

Este Tratado se ratificarA por todas las 
naciones que lo aprueben, conforme £ sus 
respectivos proceclimientos constitucio- 
nales ; y las ratificaciones se canjear^n en 
la ciudad de Washington, el dia 1° de 
Mayo de 1891, 6 antes, si fuere posible. 

Cualquiera otra naci6n puede adherir 
^ este Tratado y ser tenida como parte 
en 61, firmando un ejemplar del mismo, y 
depositandolo ante el Gobiorno de los 
Estados Unidos, el cual har^ saber este 
hecho £ las otras partes contratantes. 

En f^ de lo cual, los infrascritos Pleni- 
potenciarios han puesto sus firmaa y 
seilos. 

Hecho en la ciudad de Washington, en 
ejemplares en ingles, espanol y por- 
tugu6s d los dias del mes de de mil 
ochocientos noventa. 



n.— EECOMMENDATION TO EUEOPEAIT 
POWESS. 

The International American Conference 
resolves : That this Conference, having 
recommended arbitration for the settle- 
ment of disputes among the Republics 
of America, begs leave to express the 
wish that controversies between them and 
the nations of Europe may be settled in 
the same friendly manner. 

It is further recommended that the gov- 
ernment of each nation herein represented 
communicate this wish to all Irieudly 
powers. 



IX— EECOMENDACION SOBSE AEBITEAJE 
CQN POTEHCIAS EUSOPEAS. 

La Confermcia Internacional Amm'icana 
resnelve : Q,ve habiendo lecomeudadoesta 
Conferencia el arl»itrage para la decisidn 
de las disprtas entre las Republicas de 
America, se permite expresar el deseo de 
que las confroversias entre ellas y las na- 
ciones de Europa scan decididas por el 
mismo amisloso medio. 

La Conferencia reeomienda ademas que 
los respectivos gobieruos de las nacionea 
en ella rfrpreseutadas comuniquen est© 
vote £ todas las potencias amigas. 



INTERNATIONAL ARBITEATIOJf. 



in.— THE RIGHT OF COKaUEST. 

Whereas the International Araerican 
Conference feels that it would fall short 
of the most exalted conception of its mis- 
sion were it to abstain from embodying 
its pacific and fraternal sentiments in 
declarations tending to promote national 
stability and guaranty just international 
relations among the nations of the con- 
tinent : Be it therefore 

Resolved, That it earnestly recommends 
to the Governments therein represented 
the adoption of the following declara- 
tions : 

First. That the x>rincip]e of conquest 
shall not, during the continuance of the 
Treaty of Arbitration, be recognized as 
admissible under American public law. 

Second. That all cessions of territory 
made during the continuance of the 
Treaty of Arbitration shall be void, if 
made under threats of war or the presence 
of an armed force. 

Third. Any nation from which such 
cessions shall be exacted may demand 
that the validity of the cessions so made 
shall be submitted to arbitration. 

Fourth. Any renunciation of the right 
to arbitration made under the conditions 
• named in the second section shall be null 
and void. 



m.— DERECHO DE CONQUIStA. 

Considerando : Que la Conferencia In- 
ternacional Americana no llenaria la 
parte mas elevada de su misida si se 
abstuviera de consagrar sus asi)iraciones 
pacllicas y fraternalespor medio dedecla- 
raciones que consoliden los vlnculos na- 
cionales y afianzen las relaciones inter- 
nacionales de todos los Estados del Con- 
tin ente. 

liesuelve : Encarecer ^ los Gobiernos 
representados en ella, la adopci6n de las 
siguientes declaraciones : 

Primera. El principio de conquista 
queda eliminado del Derecho publico 
araericano, durante el tiempo que est^ en 
vigor el Tratado de arbitrage. 

Segunda. Las cesiones de territorios 
que se hicieren durante el tiempo que 
subsista el tratado de arbitrage sev^n 
nulas, si se hubieren veriiicado bajo la 
amenaza de la guerra, 6 la presidn de la 
iuerza armada. 

Tercera. La naci6n que hubiere hecho 
tales cesiones tendr^ derecho para exigir 
que se deoida por arbitrament© acerca de 
la validez de ellas. 

Quarta. La renuncia del derecho de 
recurrir al arbitrage, hecha en las condi- 
ciones del artfcnlo segundo, carecer^ de 
valor y eficacia. 



RECIPROCITY TREATIES WITH LATIN AMERICA. 



MESSAGE 



President of the Jimiw States 



LETTER OF THE SECRETARY OF STATE 



SUBMITTING THE 



RECOMMENDATIONS OP THE INTERNATIONAL 
AMERICAN CONFERENCE. 



618T Congress, \ SENATE. i Ex. Doo. 

1st Session, f )_No. 158. 

MESSAGE 

FROM THX 

PRESIDENT OF THE UNITED STATES, 

TRANSMITTING 

A letter of the Secretary of State relative to proposed reciprocal commercial 
treaties between the United States and the other American Republics. 



Junk 19, 1890. — ^Laid upon the table and ordered to be printed. 



To the Senate and House of Represe7itatives : 

1 transmit herewith, for your information, a letter from tlie Secretary 
of State, inclosinf? a report of the International American Oouference, 
which recommends that reciprocal commercial treaties be entered into 
between the United States and the several other Kepablics of this hemi- 
sphere. 

It iia8 been so often and so persistently stated that our tariff lawa 
ollered an insurmountable barrier to a hirge exchanji^e of products with 
the Latin American nations, that I deem it proper to call especial atten 
tion to the fact that more than 87 per cent, of the products of those 
n;ilii)us sent to our ports are now admitted free. If sugar is placed 
upon the free list, practically every important article exported from 
those States will be given untaxed accevss to our markets except wool, 
^riie real dilliculty in the wny of negotiating profitable reciprocity trea- 
ties is, that we have given freely so nuich tliat would have had value in 
Ihe mutual concessions which such treaties imply. I can not doubt, 
lu)wever, that the present advantages which the i)nMlucts of these ueai 
and friendly States enjoy in our markets — though they are not by law 
exclusive — will, with other considerations, fovorably dispose theui U 
adopt such measures, by treaty or otherwise, as will tend to equaliz« 
and greatly enlarge our mutual exchanges. 

It will certainly be time enough for us to consider whether wo must 
cheapen the cost of production by cheapening labor, in order to gaiu, 
access to the South American markets, when we have fairly tried thfii 
effect of established and reliable steam communication, and of conven-^ 
ient methods of money exchanges. There can be no doubt, I think, that 
with these facilities well established, and with a rebate of duties upon 
imported raw materials used in the manufac^ture of goods for export, 
our merchants will be able to compete in the ports of the Latin Ameri- 
can nations with those of any other country. 

If alter the Congress shall have acted upon pending tariff legislation 
it shall appear that, under the general treaty- making power, or under 
any si)ecial powewrs given by law, our trade with the States represented 
in the (Jonference can be enlarged upon a basis of mutual advantage, it 
will be promptly done. 

BbNJ. nARHlSON. 

HSXKOUTiVE Mansion, June 19, 1890, 



KECIPEOCITY TKEATIES WITH THE LATIN AMERICAN STATE3. 



RECIPROCITY TREATIES WITH THE LATIN AMERICAN 

STATES. 



letter from the secretary of state. 

Department of State, 

WasJiington, June 19, 1890. 
To the President : 

I beg leave to submit herewith the report upon "Customs Union" 
adopted by the International American Conference. 

The act of Congress, approved May 24, 1888, authorizing the Presi- 
dent to invite delegates to this Conference, named as one of the topics 
to be considered, "Measures toward the formation of an American cus- 
toms union, under which the trade of the American nations shall so 
far as possible and profitable be promoted." 

The committee of the Conference to which this topic was referred in- 
terpreted the term "customs union" to mean an association or agree- 
ment among the several American nations for a free interchange of- 
domestic products, a common and uniform system of tariff laws and 
an equitable division of the customs dues collected under them. 

Such a proposition was at once pronounced impracticable. Its 
adoption would require a complete revision of the tariff laws of all the 
eighteen nations, and most if not all our sister republics are largely, 
if not entirely, dependent upon the collection of customs dues for the 
revenue to sustain their Governments. But the Conference declared 
that partial reciprocity between the American Republics was not only 
practicable, but must necessarily increase the trade and the develop- 
ment of the material resources of the countries adopting that system, 
and it would in all probability bring about as favorable results as those 
obtained by free trade among the different States of this Union." 

The Conference recommended, therefore, that the several Govern- 
ments represented negotiate recii)rocity treaties " upon such a basis as 
would be acceptable in each case, taking into consideration the special 
situations, conditions, and interests of each country, and with a view 
to promote their common welfare." 

The Delegates from Chili and the Argentine Republic did not concur 
in these recommendations, for the reason that the attitude of our Con- 
gress at that time was not such as to encourage them to expect 
favorable responses from the United States in return for concessions 
which their Government might offer. They had come here with an 
expectation that our Government and people desired to make what- 
ever concessions were necessary and possible to increase the trade be- 
tween the United States and the two countries named. The President 
of the Argentine Republic, in communicating to his congress the 
appointment of Delegates to the International Conference, said : 

The Argentine Repnblic feels the liveliest interest in the subject, and hopes that 
its commercial relations with the United States may find some practical solution of 
the question of the interchange of products between the two countries, considering 
that this is the most efficacious way of strengthening the ties which bind this country 
with that grand Republic whose institutions serve us as a model. 

It was, therefore, unfortunate that the Argentine delegates, shortly 



RECIPROCITY TREATIES WITH THE LATIN AMERICAN STATES. 3 

after their arrival in Washington, in search of reciprocal trade, should 
have read in the daily press that propositions were pending in our 
Congress to impose a heavy duty upon Argentine hides, which for many 
years had been upon the free list, and to increase the duty on Argen- 
tine wool. Since the adoption of the recommendations of the Confer- 
ence, which I herewith inclose, hides have been restored to the free 
list, but the duty upon carpet wool remains, and, as the Argentine 
delegates declared, represents the only concession we have to offer them 
in exchange for the removal of duties upon our peculiar products. 

Only those who have given the subject careful study realize the mag 
nitude of the commerce of these sister nations. In 1888 the combined 
imports of Chili and the Argentine Republic reached the enormous sum 
of $233,127,698. The statistics of Chilian commerce for 1889 have not 
yet been received, but the imports of the Argentine Republic for that 
year were $143,000,000. These imports consisted, in the greater part, 
of articles that could have been furnished by the manufacturers of the 
United States ; yet, in 1888, of the total of $233,000,000 imports, we 
contributed but $13,000,000, while England contributed $90,000,000: 
Germany, $43,000,000; and France, 34,000,000. 

With our extraordinary increase in population, and the even more 
extraordinary increase in material wealth, our progress in trade with 
South America has been strangely hindered and limited. 

In 1868, our total exports to all the world were $37o,737,€00, of which 
$53,197,000 went to Spanish America— 14 per cent. 

In 1888, our exports to all the world were $742,368,000 (an increase 
of 100 per cent.), while but $69,273,000 went to Spanish America, little 
more than 9 i)er cent. ; and the greatest gain, (nine millions) has been 
noticed during the last two years. 

It was the unanimous judgment of the delegates that our exports to 
these countries and to the other republics could be increased to a great 
degree by the negotiation of such treaties as are recommended by the 
Conference. The practical, eveiy day experience of our nierchauts en- 
gaged in the trade, demonstrates leyoud a question that in ail classes 
of merchandise which we have long and successfully produced for ex- 
port, they are able to compete with their European rivals in quality 
and in price; and the reiterated statement that our Latin American 
neighbors do not buy of us because we do not buy of them, or because 
we tax their products, has been annually contradicted by the statistics 
of our commerce for a quarter of a century. 

The lack of means for reaching their markets has been the chief 
obstacle in the way of increased exjjorts. The carrying trade has been 
controlled by European merchants who have forbidden an exchange 
of commodities. The merchandise we sell in South America is carried 
there in American ships, or foreign ships chartered by American com- 
mission houses. The merchandise we buy in South America is brought 
to us in European vessels that never take return cargoes, but sail for 
Liverpool, Havre, Bremen, or Hamburg with wheat, corn and cotton. 
There they load again with manufactured goods for the South Amer- 
ican markets, and continue their triangular voyages, paying for the 
food they are compelled to buy of us with the proceeds of the sale of 
their DDanufactures in markets that we could, would supply, if we con- 
trolled the carrying trade. 

France taxes imports as we do, and in 1880 her merchants suffered, 
as ours do now, from the lack of transportation facilities with the Ar- 
gentine Republic. Under liberal encouragement from the Government, 
direct and regular steamship lines were established between Havre and 



4 RECIPROCITY TREATIES WITH THE LATIN AMERICAN STATES. 



Buenos Ayres, and, as a direct and nataral result, her exports increased 
from $8,292,872 in 1880, to $22,996,000 in 1888. 

The experience of Germany furnishes an even more striking example. 
In 1880 the exports from Germany to the Argentine Eepublic were only 
$2,365,152. In 1888 they were $13,310,000. " This result," writes Mr. 
Baker, our most useful and intelligent consul at Buenos Ayres, " is 
due, first to the establishment of quick and regular steam communica- 
tion between the two cpuutries ; second, to the establishment of branch 
houses by German merchants and manufacturers ; and third, to the 
opening of a German-Argentine bank to facilitate exchange." 

There is no direct steam-ship communication whatever between the 
United States and the Argentine Republic ; and there are no direct 
banking facilities. The International American Oonterence has ear- 
nestly recommended the establishment of both ; but recii^rocal ex- 
changes of tariff concessions will be equally effective in stimulating 
commerce, and in increasing the export of the products of wbich we 
have the largest surplus, not only to the progressive Eepublic named, 
but to all the other American nations. 

The Conference believed that while great profit would come to all 
the countries if reciprocity treaties should be adopted, the United 
States would be by far the greatest gainer. Nearly all the articles we 
exi)ort to our neighbors are subjected to heavy customs taxes ; so 
heavy, in many cases, as to prohibit their consumption by the masses 
of the vieople. On the other hand, more than 87 per cent, of our im- 
ports from Latin America are admitted free, leaving but 12 per cent, 
upon which duties may still be removed. But, mindful of the fact that 
the United States has, from time to time, removed the duties from 
coffee, cocoa, india rubber, hides, cinchona bark, dye and cabinet 
woods, and other Latin America products, our Government may con- 
fidently ask the concessions suggested. 

The increased exports would be drawn alike from our farms, our 
factories, and our forests. None of the Latin American countries 
produce building lumber; the most of them are dependent upon 
foreign markets for their breadstuffs and provisions, and in few is 
there any opportunity or inclination for mechanical industry. 

The eii'ect of such reciprocity would be felt in every portion of the 
land. Not long ago the Brazilian Mail Steam-ship Company took the 
trouble to trace to its origin every article that composed the cargo car- 
ried by one of its steamers to liio de Janeiro, and the investigation 
disclosed the fact that thirty-six States and Territories contributed to 
the total, as follows : 



New York $74,546.00 

Vermont 96.00 

Delaware 20,908.00 

Illinois 19,331.47 

New Jersey 17,054.40 

Pennsylvani i 43, 065. 00 

Connecticut 11,874.00 



Kansas. 

Indiana 

Massachnsetts . . . 

Ohio 

New Hampshire . 

Missouri 

Georgia 

Rhode Island 

Michigan ., 

Virginia 

Maine 

&|JuueBot9 



11,332.00 
9, 098. 00 
7, 190. 00 
6, 250. 00 
6, 035. 00 
5,773.00 
5, 096. 00 
4, 020. 00 
3, 732. 00 
3, 704. 50 
2, 765. 00 
2. G68. 00 



North Carolina. 

Maryland 

Mississippi 

Louisiana 

Wyoming 

Oregon 

Tennessee 

Iowa , 

South Carolina. 

Kentucky 

Wisconsin 

California 

Dakota 

Texas 

Nebraska 

Al.abama 

Florida 



2, 647. 00 

2, 359. 00 

2, 056. 00 

2.111.00 

1,800.00 

1,183.00 

1,150.00 

807. 00 

587. 00 

781. 00 

576. 00 

239. 00 

220. 00 

102. 00 

125.00 

56. 00 

40.00 

$301, 417. 41 



EECIPROCITY TREATIES WITH THE LATIN AMERICAN STATES. 5 

The 12 per cent, of our imports from Latin America upon which 
duties are still assessed consists only of raw sugar, and the coarse 
grades of wool used in the manufacture of carpets. 

The sugar growing nations comprise four-fifths, or 40,000,000, of 
Latin America ; but with geographical conditions against them, their 
free labor can not successfully compete with the coolie labor of the 
European colonies. A slight discrimination in their favor would 
greatly stimulate their agricultural interests, enlarge their purchasing 
power, and tend to promote friendly sentiments and intercourse. 

The wool- growing nations are Ghili, Uruguay, and the Argentine 
Eepublic, and from them our manufacturers of carpets receive a great 
portion of their supply. It was most strongly urged by the Delegates 
who had carefully studied this subject, that the free admission of coarse 
wools from these countries could not prove injurious to the wool-grow- 
ers of the United States, because the greater profit derived by them 
from the higher grades discourages, if it does not actually prohibit, their 
production. On the contrary, they maintained that the free importa- 
tion of the coarse wool would result in a large reduction in the cost of 
the cheaper grades of carpets, and enable the manufacturers of the 
United States to secure an enormons export trade in these fabrics. It 
was also suggested that the use of the coarse wools for the purpose 
of adulteration in the manufacture of clothing might be prevented by 
requiring that imports withdrawn for the manufacturer of carpets 
should be so designated to exempt them from customs dues, and the 
existing duty retained upon those used for other purposes. 

The wool-growers of the Argentine Eepublic protest against what 
they consider a serious discrimination against their product in the tariff 
laws of the United States, which impose a duty upon the gross weight 
instead of the value of the article. The Argentine wools are much 
heavier in grease and dirt than those from Australia and New Zealand, 
which is said to be due to unavoidable climatic conditions, and sell at 
a lower price. But the imports from the three countries are subject to 
the same duty. This fact was very strongly urged, to the end that at 
least equal advantages should be given to the products of a friendly 
country with which we are endeavoring to build up a trade. 

Excepting raw cotton, our four largest exports during the last fiscal 
year were breadstuffs, provisions, refined petroleum, and lumber. 

The following statement shows the total exports of each of said arti- 
cles in 1889, and the proportion exported to Latin America : 



Total exports. 



Exported 
to Latin 
America. 



Breadstnffs 

Provisions 

Befined petroleum . 
Wood and lumber . 



$123, 876, 423 
104, 122, 328 
44, 830, 424 
26, 907, 161 



$5, 123, 528 
2, 507, 375 
2, 948, 149 
5, 039, 886 



These figures should be closely studied. It would be difficult to un- 
derstand, but for the explanations given in the Conference, why, out of 
the three hundred millions of staples exported from this country, only 
fifteen millions should be consumed in all Latin America with its pop- 
ulation of fifty millions of people, when the United States is the only 
source of supply for these articles, which are regarded by us as td© 
necessities of life. 

8 



6 RECIPROCITY TREATIES WITH THE LATIN AMERICAN STATES. 

The foroign delegates all agreed that this proportion could be in- 
creased many fold by extending to their people the ability to purchase j 
and the ability to i^urchase rests, in their opinion, upon reciprocal con- 
cessions. 

Attached hereto is a statement showing the duties charged by the 
South American countries of the largest commerce upon the articles 
which they import chie% from the United States; and also a statement 
showing the meager amounts of our peculiar exportable products 
shipped to the several Latin- American States. By a comparison of 
these statements the effect of the removal of the duties upon these 
articles by the countries of Latin America will at once be apparent. 

Fifteen of the seventeen Kepublics with \n hich we have been in con- 
ference have indicated, by the votes of their representatives in the In- 
ternational American Conference, and by other methods which it is not 
necessary to define, their desire to enter upon reciprocal commercial 
relations with the United States; the remaining two express equal 
willingness, could they be assured that their advances would be favora- 
bly considered. 

To escape the delay and uncertainty of treaties it has been suggested 
that a practicable and prompt mode of testing the question was to sub- 
mit an amendment to the pending tariff bill, authorizing the President 
to declare the ports of the United States free to all the products of any 
nation of the American hemisj)here upon which no export duties are 
imposed, whenever and so long as such nation shall admit to its ports 
free of all national, provincial, (state), municipal, and other taxes, our 
flour, corn meal, and other breadstuff's, preserved meats, fish, vege- 
tables and fruits, cotton- seed oil, rice and other provisious, including 
all articles of food, lumber, furniture and other articles of wood, agri- 
cultural implements and machinery, mining and mechanical machinery, 
structural steel and iron, steel rails, locomotives, railway cars and sup- 
plies, street cars, and rehned petroleum. I mention these particular 
articles because they have been most frequently referred to as those 
with which a valuable exchange could be readily effected. The list 
could no doubt be profitably enlarged by a careful investigation of the 
needs and advantages of both the home and foreign markets. 

The opinion was general among the foreign delegates that the legis- 
lation herein referred to would lead to the opening of new and profitable 
markets for the products of which we have so large a surplus, and thus 
invigorate every branch of agricultural and mechanical industry. Of 
course the exchanges involved in these i)ropositions woukl be rendered 
impossible if Congress, in its wisdom, should repeal the duty on sugar 
by direct legislation, instead of allowing the same object to be attained 
by the reciprocal arrangement suggested. 

EespectfuUy submitted. 

James Q. Blaine. 



EEC'IFEOCITY TREATIES WITH THE LATIN AMERICAN STATES, 7 

Appendix A. 

EXPORTS TO LATIN AMERICA. 

Statement showing the amount of ireadsiuffs, provisions, refined petroleum, and lumier 
exported to the Latin American States during the fiscal year ending June 30, IdfcD; *'so 
the population of each of said States. ^ 

BKEADSTUFFS. 

In 1889 our shipment of breadstiiffs to Latin America were as follows: 



Population. 



Exports. 



Mexico 

Central America . . . 

Colombia 

Venezuela 

Brazil 

Uruguay 

Ecuador 

Argentine Republic 

Bolivia 

Chili , 

Paraguay 

Peru ...1 

Total 



12, 000, 000 
2, 800, 000 
3, 900, 000 

2, 200, 000 
14, 000, 000 

600, 000 
1, 000, 000 

3, 900, 000 

1, 200, 000 

2, 500, 000 
2D0, 000 

2, 600, 000 



None. 
Do. 
Bo. 
Do. 
Do. 



$345, Oi8 

821, 318 

821,318 

668. 766 

2,812,281 

2,033 



46, 950, 000 



46,281 



5, 136, 528 



PROVISIONS. 
Our exports of provisions during the same jear were as follows: 



Mexico 

Central America — 

Colombia 

Venezuela 

Brazil 

Uruguay 

Ecuador 

Argentine Republic 

Bolivia 

Chili 

Paraguay 

Peru 

Totel 



Population. 



000, 000 

800, 000 
900, 000 
200, 000 
000, 000 
COO, OoO 

00.1, oi!0 

900, OUO 
200, 000 
500, 000 
250, 000 
600, 000 



46, 950, OOO 



Exports. 



None. 

None. 
Do. 
Do. 



$390, 425 
265, 873 
607, 474 
554, 653 
438, 395 
42, 900 

49, 431 



114,873 



2, 507, 375 



IJEFINED PETROLEUM. 

Our shipments of refined petroleum Were as follows: 



Mexico 

Central America 

Colombia 

Venezuela 

Brazil 

Uruguay 

Ecuador 

Argentine Republic 

Bolivia , . - 

Chili 

Paraguay 

Peru 

Total 



Population. 



000, 000 
800, 000 
900, 000 
209, 000 
000, 000 
600, 000 
000, 000 
900, 000 
200, 000 
500, 000 
250, 000 
600, 000 



46, 950, 000 



Exports. 



$175, 537 
None reported. 
Do. 

88, 926 
832, 367 
241, 276 
None. 

426, 654 
None. 

183, 389 
None. 
Do. 



2, 048, 14B 



8 RECIPROCITY TREATIEiS WITH THE LATIN AMERICAN STATES. 

Statement showing the amount of breadstuffs, etc., exjyorted to the Latin Jmerican States, 

etc. — Continued. 

WOOD AND LUMBER. 

Our exports of wood and the manufactures thereof, inclnding furniture, were aa 
follows : 



Populatiun. 



Exports. 



Mexico 

Central America 

Colombia 

"Venezuela 

Brazil 

Uruguay 

Ecuador 

Argentine Kepulilic 

Bolivia 

ChUi 

Paraguay 

Peru , 

Total 



12, 000, 000 

2, 800, 000 

3, 900, 000 
•J, 20U, 000 

14, 000, 000 

600, 000 

1, 000, 000 

3, 900, 000 

1, 200, 000 

2, 500, OuO 
250, 000 

2r600, 000 



$1, 280, 126 
205, 100 
457, 519 
72, 705 
384, 495 
412, 754 
None. 

1, 839, 012 
None. 

279, 495 
None. 

108, 560 



46, 950, 000 



5, 039, 886 



Appendix B. 



SOUTH AMERICAN TARIFF. 

The following statement shows the duties charged by several countries of South 
America upon the principal articles imported from the United States. Dutiea are as- 
sessed upon the gross weight of the package, including the lumber of which it is 
made, and the waste often used to fill up. The duty on petroleum, for example, is. 
.charged per pound upon the whole, the can and the wooden frame that incloses the 
can. 

> ARGENTINE REPUBLIC. 

I 

Law 1886. Tariff not a continuing law. Only runs the year for which enacted ; 
each Congress modifying its provisions. TariiJ' except for a few specified articles is 
ad valorem. 

Tariff for 1889. — Specified articles. 

Wheat per cwt.. $0.80 

Starch do 3.50 

Crackers and biscuits do 4.50 

Flour and corn meal do 2. 00 

Kerosene per quart.. .05 

Furniture, preserved fruits, preserved vegetables, preserved meats per cent. 

ad valorem 45 

White pine and spruce lumber percent, ad valorem.. 10 

Agricultural implements : 

Plows per cent, ad valorem.. 5 

Spades, handles, axes, hatchets, cutting knives, sickles do 25 

Machines for adjusting wire fepces ; lor making butter do.... 25 

Fanning-machines do.... 5 

Corn mills do.... 25 

Threshing-machines do.... 5 

Steam-engines do 5 

Mowers and reapers do 5 

Fish do.... 25 

Provisions • 

Beef, pork, bacon, lard, butter, cheese, etc do 25 

Hams Free 

Note. — By a supplemental law there is a duty of 1 per cent, additional to the rates 
above specihed on all articles of importation. 



RECIPROCITY TREATIES WITH THE LATIN AMERICAN STATES. 9 



BRAZIL. 

Breadstuffs : 

Barley percwt.. 

Biscuits : 

Ship biscuits do.. 

Other kinds of crackers do . . 

Corn do.. 

Flour do.. 

Fish: 

Salted, dried, or pickled do.. 

Preserved, in whatever manner i>repared do.. 

Kerosene do.. 

Provisions : 

Hams, prepared in any way do.. 

Canned, of any preparation, not medical --. do . . 

Sausages , do.. 

Lard do.. 

Butter do.. 

Cheese do.. 

Wood : 

Oak (stocks) per meter.. |0. 16 to 

Pine (stocks) or other wood, not classified do 08 to 

Planks or logs of oak, teak, or pine per cubic meter . . .67 

Staves per pound.. .04 

Chairs each.. .12 to 

Beds do.... 3.36 to 

Bureaux do 2.10 to 

Washstauds u , do 75 to 

Tables do.... 1.68 to 

Sofas do 63 to 



$4.00 

.20 
4. 00 
1.00 

.20 

.40 
5.70 
1.10 

4.70 

5.70 
9.50 
2.30 
6.60 
5.70 

$3.25 
1.68 



3.36 
12.60 
12. 60 

8.40 
15. 12 

8.40 



Specific. 



Ad va- 
lorem. 



Agricnltnral implements : 

Machinery, gross 

Plowa, groaa 

Spades, sliovela, gross 

Forks: 

Three-teeth 

Four-teeth 

Five-teeth 

Six-teeth 

Biscaits : 

Ship „ 

Cabin 

Fish, large, dried, smoked, or salted, gross 

Salmon : 

Dried, smoked, or salted, gross 

Tinned, gross 

Small fish : 

Dried, smoked, or salted, net 

Tinned, net 

Fmits, preserves, gross 

Naptha, paraffine, petroleum, and kerosene 

Provisions, salted beef or pork, gross 

Lard : 

In tins, gross 

In kegs, gross 

Cheese „ 

Vegetables : 

Dried, gross , 

In water, vinegar, or sauce (bottled), gross . . 

In water, vinegar, or sauce (barreled), gross . 

"Wood, fomiture on valuation 



$10.00 percwt — 

$6.50 percwt 

$20.00 percwt... 

$7.00 per dozen . , 
$8.00 per dozen . 
$12.00 per dozen 
$15.00 per dozen 



$6.50 percwt.. 
$8.70 percwt.. 
$6.00 percwt.. 

$8.50 percwt.. 
$12.50 per owt- 



$8.50 percwt.. 
$11.00 percwt. 
$15.00 percwt. 
$4.00 percwt.. 
$6.00 percwt.. 



$15 00 percwt. 
$11.00 percwt. 
$20.00 percwt. 



$15.00 percwt... 
$10.00 percwt... 
$5.00 percwt 



Per cent. 
15 
15 
15 

15 
15 
15 
15 

35 
36 

36 

35 
35 

35 
35 
35 
25 
25 



25 
25 
35 

25 
25 
35 



Note. — In addition to the percentage specified in the tariff there is a jturcharge of 
40 per cent, on all goods. 



10 RECIPROCITY TREATIES WITH THE LATIN AMERICAN STATES. 

COLOMBIA. 

{Gross weight.] Per owt. 

Flour, corn meal, and other breadstuffs $2. 30 

Potatoes, onions, corn, rice, and beans ■. . .50 

Codfish, meat in pickle 2.30 

Preserved meats 10. 00 

Petroleum 4.50 

Lumber 50 

Beds, large tables for dining 2.50 

Other furniture 15.00 

Iron or steel wire for fences 1. 50 

Machinery exceeding a ton in weight 50 

under a ton in weight 2. 50 

Agricultural machines 1.60 

Note. — An additional duty of 25 per cent, is charged (under decree G93 of 1885). 

VENEZUELA.. 

[Gross weight.] Per cwt. 

Breadstnflfs : 

Bran, barley (in husk), corn, oats, rice (in grain), rye (in grain), wheat 

(in grain) $0.87 

Beans, rice (ground), potatoes 2.21 

Barley, corn starch 6. 63 

Crackers, sweet 6.64 

plain : 2.21 

Wheat flour 2.21 

Potatoes, corn and rye flours 6.63 

Fruits : 

Fresh apples, pears, and grapes 87 

Dried, or in 1 Lquor or in simp 6. 63 

Fish (salt or smoked) 2.21 

Steel wire 6.63 

Iron wire (galvanized) unmanufactured 87 

Beer 2.21 

Kerosene 2.21 

Provisions: - ^ 

Hams, tongues 2.21 

Lard and butter 2.21 

Cheese 6.63 

Vegetables, preserved 6.63 

Wood manufactures: 

Common, such as boards, beams, and scantling of pine, oak, etc., for saw- 
ing into boards 87 

Sawed, planed, or joined, fine, for musical instruments and cabinet work, 
veneers, barrels, pipes, or hogsheads, set up or iu part, staves, blinds, 

for doors and windows 2.21 

Manufactured (not specified) billiard aud bagatelle tables with accessories, 
boxes, chairs, piano stools, carpenters' chests, planes, saddle-trees, 

furniture (common) of wood, cane, or straw 6. 63 

Sashes, molding, trunks 1 11.05 

Furniture, upholstered or of tine woods ll.Oii 



Appendix C. 
report on customs union. 

(As adopted by the Conference.) 

The Committee on Customs Union has made a careful study of the questions sub- 
mitted to its consideration by the International American Conference, iu reference 
to forming a customs union among the several nations of this contiueut. 

It ia generally understood by customs union the establishing among stivoral na- 
tions of a single customs territory, to wit, that the nations forming the union shall 



JtECIPRjOCltlr tSEATlES WITH Tfii: LAtlN AMERICAN STATES. 11 

collect import duties on foreign goods, under substant-ally the &ame tariff laws; 
divide the proceeds thereof in a given proportion, and mutually receive, free of duty, 
their respective natural or manuiactured products. 

The acceptance of this plan would demand, as a previous requirement, a change in 
the fundamental laws of the countries accepting the union. Even after they were 
ready to make such changes, a great many other diflBculties, almost insurmountable, 
would have to be overcome; as, for instance, fixing the representation of each nation 
at the international assembly empowered to frame a common tariff and amend it in 
the future. The territorial extent, the populations, and the national wealth differ 
so much among the American Republics that if these conditions should be taken as 
the basis of representation at said assembly, the small States would not have suf- 
ficient protection for their interests ; and, if all the nations were admitted as sovereign 
on an equal footing, the large ones would be insufficiently protected. It might be 
necessary, to obviate this difficulty, to create two bodies, one representing the popu- 
lation and the other the States, in the manner in which a like problem was solved iu 
the Constitution of the United States of America. But this step would, in the opinion 
of the committee, require a partial sacrifice of the national sovereignty of the Amer- 
ican nations, and more radical changes in their respective constitutions than in their 
judgment they are willing to accept. 

If by customs union is meant the free-trade between the American nations of all 
their natural or manufactured products, which is, properly speaking, unrestricted 
reciprocity, the committee believes it is in principle acceptable, because all measures 
looking to'the freedom of commerce must necessarily increase the trade and the de- 
velopment of the material resources of the countries accepting that system, and it 
•would in all probability bring about as favorable results as those obtained by free- 
trade among the different States of this Union. 

But while the committee believes that such a union is at present impracticable as 
a continental system, among other reasons because the import duties levied on for- 
eign trade constitute the main sources of revenue of all the American nations, and 
such of them as are not manufacturing countries would thus lose more or less of such 
revenue, on which they depend in a great measure to defray their national expenses; 
while the manufacturing countries, such as the United States of America, would 
have to abandon, at least partially, the protective policy which they have adopted 
to more or less extent, and they do not seem yet prepared to change that system. 
Besides, a reciprocity treaty mutually advantageous between two contiguous coun- 
tries might prove onerous if extended to all as a continental compact, especially as 
the products of many of the American Republics are similar. Therefore, while these 
obstacles are in the way, it seems premature to propose free trade among the nations 
of this hemisphere. 

But although it is not easy, in the opinion of the committee, to reach at once unre- 
stricted reciprocity, that end might be obtained gradually and partially. The first 
and most efficient step in that direction is the negotiation of partial reciprocity 
treaties among the American nations, whereby each may agree to remove or diminish 
their respective import duties on some of the natural or manufactured products of 
one or more of the other nations in exchange for similar and equivalent advantages, 
as, if the mutual concessions were not equivalent, the treaties wonld soon become 
odious, and coiild not last but for a limited time, and would discredit the system. If 
after this has been tried for some reasonable time a good result should follow, as it is 
to be expected, the number of aKticles on the free list might be enlarged in each case, 
from time to time, until they attain, through the development of the natural elements 
of wealth, other sources of revenue or an increase of the existing ones, which would 
allow the contracting nations to reach unrestricted reciprocity or a free trade among 
Bome or all the American nations. 

RECOMMENDATION OF THK CONFERENCB!. 

Therefore the committee proposes : 

To recommend to such of the Governments represented in the Conference as may 
be interested in the concluding of partial reciprocity, commercial treaties, to nego- 
ciate such treaties with one or more of the American countries as it may be in their 
interest to make them, under such a basis as may be acceptable in each case, taking 
into consideration the special situation, conditions, and interests of each country, 
and with a view to promote their common welfare. 



REPORT 



OF THE 



International American Conference 



RELATIVE TO 



AN INTERCONTINENTAL RAILWAY LINE. 



MESSAGE 

FROM THE 



PRESIDENT OF THE UNITED STATES, 



TRANSMITTING 



J- letter of the /Secretary of State and report of the International Amei-i- 
can Conference relative to an international railway line. 



May 19, 1890. — Read, referred to the Committee on Foreign Relations, and ordered 

to be printed. 



To the Senate and House of Representatives : 

I transmit herewith a report of the International American Confer- 
ence, recently in session at this Capital, recommending a survey of a 
route for an intercontinental line of railroad to conriectthe systems of 
North America with those of the Southern Continent, and to be con- 
ducted under the direction of a board of commissioners representing 
the several American Republics. 

Public attention has chiefly been attracted to the subject of improved 
water communication between the ports of the United States and those 
of Central and South America. The creation of new and improved 
steam-ship lines undoubtedly furnishes the readiest means of develop- 
ing an increased trade with the Latin- American nations. But it should 
not be forgotten that it is possible to travel by land from Washington 
to the southernmost capital of South America, and that the opening of 
railroad communication with these friendly States will give to them 
and to us facilities for intercourse and the exchanges of trade that are 
of special value. The work contemplated is vast, but entirely practi- 
cable. It will be interesting to all and perhaps surprising to most of 
ws to notice how much has already been done in the way of railroad 
construction in Mexico and South America that can be utilized as part 
of an intercontinental line. I do not hesitate to recommend that Con- 
gress make the very moderate appropriation for surveys suggested by 
the Conference, and authorize the appointment of commissioners and 
the detail of engineer officers to direct and conduct the necessary pre- 
liminarj'^ surveys. 

Benj. Harrison. 

Executive Mansion, ;^ 

May 19 1890. 



4 INTERNATIONAL RAILWAY LINE 

PROPOSED INTERCONTINENTAL RAILWAY. 

Letter from tli e Secretary of State. 

Department op State, 

Washington, May 12, 1890. 

To the President : 

I have the honor to submit herewith a plan for a preliminary survey 
for a railway line to connect the great commercial cities of the Ameri- 
can hemisphere. Ko more important recommendation has come from 
the International American Conference, and I earnestly commend it to 
your attention, with full confidence that prompt action will be taken by 
Congress to enable this Government to participate in the promotion of 
the enterprise. The resolutions of the Conference are accompanied by 
special reports concerning the transportation facilities that already ex- 
ist in the several American Eepublics. These reports comprise all the 
information that could be gathered upon this important subject, and 
will be found both interesting and authentic. 

Under the generous and progressive policy of President Diaz the 
railways of Mexico have been extended southward as well as north- 
ward and toward the two oceans. The development of the Argentine 
system has been equally rapid. Lines of track now reach from Buenos 
Ayres to the northern cities of that Eepublic, and nearly to the Bolivian 
boundary. Chili has a profi.table system of railroads from the mount- 
ains to the Pacific Ocean, and the completion of the tunnel that is now 
being pierced through the Cordilleras will bring Valparaiso within two 
days' travel of Buenos Ayres. In the other Eepublics similar enter- 
prise has been shown. Each has its local lines of railway, and to con- 
nect them all and furnish the people of the Southern Continent the 
means of convenient and comfortable intercourse with their neighbors 
north of the Isthmus is an undertaking worthy the encouragement 
and co-operation of this Government. In no other way could the Gov- 
ernment and the people of the United States contribute so much to the 
development and prosperity of our sister Eepublic and at the same 
time to the expansion of our commerce. 

A very important feature of the report, to which I especially direct 
your attention, will be found in the international declaration that the 
line of the proposed railway shall be forever neutral territory ; that the 
material necessary for the construction and operation of the road shall 
be admitted free of customs dues, and that its property and revenues 
shall be always exempt from all forms of taxation. This guaranty, 
having all the force of a treaty, will stimulate private and iDublic confi- 
dence, and thus lead to the investment of capital that might otherwise 
be reluctant and distrustful. 

It is pro])Osed that a survey to ascertain the best and most economi- 
cal routes be made under the direction of an international commission, 
and that the expense be shared by the several nations of the hemi- 



INTERNATIONAL RAILWAY LINE. 5 

sphere in proportion to their respective populations. The share of the 
United States is estimated to be $65,000, and I would respectfully sug- 
gest the propriety of securing from Congress an appropriation for thai 
purpose. Three commissioners will be required to represent the United 
States upon the international board, and authority should be asked 
for the detail of officers of the Army and Navy to serve as engineers in 
conducting the survey. 

The headquarters of the commission, by a vote of the International 
Conl'erence, will be located in Washington, and it is proposed to invite 
the commissioners to meet h^e on the 1st of October next, or as soon 
thereafter as may be practicable, for the purpose of organization and 
initiating the work of tho survey. 

EespectfuUy submitted, 

James G. Blaine. 



REPORT 



OF THE 



COMMITTEE ON RAILWAY COMMUNICATION. 



CONTENTS. 



Pagfc 

Message of the President ... 3 

Letter of the Secretary of State 4 

Report of the Rail-way Committee 7 

Report of the Hon. Juan F. Velarde, chairman .... 13 

Reports of delegates upon the railways in their own countries : 

Argentine Republic 15 

Bolivia 19 

Brazil 25 

Chili 27 

Colombia 31 

Costa Rica 34 

Ecuador 43 

Guatemala .. 47 

Honduras -. 49 

Mexico - -.t 52 

Nicarauga - - .... . 54 

Paraguay - - 55 

Peru 58 

Salvador 61 

United States 62 

Uruguay 80 

Venecuela 81 

APPE2WIX. 

Report to the Hon. H. G. Davis and Andrew Carnegie, United States Delegates, 
upon the railways of Spanish America, by Lieut. George A. Zinn, Corps of 

Engineers, U. S. Army 83 

LIST OF MAPS. 

Western Hemisphere. 

United States, Mexico, and Central Amerioa. 
Mexico. 

Central America. 
South Amerios. 
3 



INTERNATIONAL AMERICAN CONFERENCE. 



EEPORT OF THE COMMITTEE ON RAILWAY COMMUNICA- 
TION. 

The International American Conference is of the opinion : 

First. That a railroad connecting all or a majority of the nations 
represented in this Conference will contribute greatly to the develop- 
ment of cordial relations between said nations and the growth of their 
material interests. 

Second. That the best method of facilitating its execution is the ap- 
pointment of an international commission of engineers to ascertain the 
possible routes, to determine their true length, to estimate the cost of 
each, and to compare their respective advantages. 

Third. That the said commission should consist of a body of engi- 
neers of whom each nation should appoint three, and which should 
have authority to divide into subcommissions and appoint as many 
other engineers and employes as, may be considered necessary for the 
more rapid execution of the work. 

Fourth. That each of the Governments accepting may appoint, at its 
own expense, commissioners or engineers to serve as auxiliaries to the 
subcommissions charged with the sectional surveys of the line. 

Fifth. That the railroad, in so far as the common interests will per- 
mit, should connect the principal cities lying in the vicinity of its route. 

Sixth. That if the general direction of the line can not be altered 
without great inconvenience, for the purpose mentioned in the preced- 
ing article, branch lines should be surveyed to connect those cities with 
the main line. 

Seventh. That for the purpose of reducing the cost of the enterprise 
the existing railways should be utilized as far as is practicable and com- 
patible with the route and conditions of the continental railroad. 

Eighth. That in case the results of the survey demonstrate the prac- 
ticability and advisability of the railroad, proposals for the construc- 
tion either of the whole line or of sections thereof should be solicited. 

Ninth. That the construction, management, and operation of the line 
should be at the expense of the concessionaires, or of the persons to 
whom they sublet the work or transfer their rights, with all due formal- 
ities, tUe coiiseiit gf tbe respective Q-oyerijmen^s being first obtained, 

II 



12 INTERNATIONAL AMERICAN CONFERENCE. 

Tenth. That all materials necessary for the construction and opera- 
tion of the railroad should be exempt from import duties, subject to such 
regulations as may be necessary to prevent the abuse of this privilege. 

Eleventh. That all personal and real property of the railroad employed 
in its construction and operation should be exempt from all taxation, 
either national, provincial (State), or municipal. 

Twelfth. That the execution of a work of such magnitude deserves to 
be further encouraged by subsidies, grants of land, or guaranties of a 
minimum of interest. 

Thirteenth. That the salaries of the commission, as well as the ex- 
pense incident to the preliminary and final surveys, should be assumed 
by all the nations accepting, in proportion to population according to 
the latest official census, or, in the absence of a census, by agreement 
between their several Governments. 

Fourteenth. That the railroad should be declared forever neutral for 
the purpose of securing freedom of traffic. 

Fifteenth. That the approval of the surveys, the terms of the pro- 
posals, the i^rotection of the concessionaires, the inspection of the work, 
the legislation affecting it, the neutrality of the road, and the free 
passage of merchandise in transit, should be (in the event contemplated 
by article eighth) the subject of special agreement between all the 
nations interested. 

Sixteenth. That as soon as the Government of the United States shall 
receive notice of the acceptance of these recommendations by the other 
Governments, it shall invite them to appoint the commission of engineers 
referred to in the second article, in order that it may meet in the city 
of Washinton, at the earliest possible date. 

Juan Francisco Velarde. 
H. G. Davis. 

E. A. Mexia. 
Fernando Cruz. 
Jer6nimo Zelaya. 
Jacinto Oastellanos. 
Andrew Carnegie. 
Carlos Martinez Silva. 
Jos:]& Andrade. 

J. M. P. Caamano. 

F. C. C. Zegarra. 
E. C. Yaras. 
Manuel Quintana. 

J. G. DO Amabal Valentb. 
Jos]6 S. Decoud. 
H. Guzman. 



letter from the chairman of the committee. 

International American Conference, 

Washington, April 18, 1890. 
To the honorable President of the International American Conference : 

Mr. President : As an addition to the report made by the Committee 
on Railroads, I have the honor to transmit herewith to the table, for 
insertion as an appendix, the personal reports of the Delegations from 
Peru, Guatemala, Colombia, Costa Rica, Uruguay, Paraguay, Brazil, 
Honduras, Mexico, Bolivia, United States of America, Venezuela, Sal- 
vador, and Ecuador. 

The Delegations from Argentine and Nicaragua have offered to send 
in reports of their respective countries. Although deficient in some 
statistical data, the accompanying reports give a general idea of the 
present service of the railroads, the length of the lines in operation, 
those in course of construction and survey ; thus enabling one to appre- 
ciate the importance of the work realized up to date, and that what is 
needed to place in practical effect the beautiful idea of a continental 
railroad that will bind all the nations represented in the Conference. 

I entertain the conviction that the day is not far distant when the 
great work of a continental railroad will become a fact, and that the 
recommendation made by the Conference will have contributed power- 
fully towards its realization. 

I have no doubt that the measures for its survey and execution pro- 
posed by the Conference will receive the unanimous approval of all the 
Governments of America. 

Saluting the President with such gratifying motives, and reiterating 
to him the assurance of my most high and distinguished consideration, 
£ am 

Tour obedient servant, 

Juan Francisco Velarde. 

13 



RAILWAYS OF THE ARGENTINE REPUBLIC. 



The first line built was probably that from Rosario to Odrdoba, com- 
menced in 1863 and finished in 1870. In 1873 the Government finished 
the first section of the Transandine Eailway, 82 miles, from Villa Mer- 
cedes to Rio Cuarto. In 1875 the second section, from Rio Cuarto, 76 
miles, was in operation. In 1880 were completed 59 miles, to the city 
of San Luis. In 1883, 75 more were finished, and La Paz became the 
terminus for the time being. In April, 1885, 80 miles were opened from 
La Paz to Mendoza ; a branch of 100 miles from Mendoza to San Juan 
was opened at the same time. " The total cost to the Government thus 
far, of the 472 miles, had been $13,000,000. From Mendoza to the Chil- 
ian boundary, through the Cspallata Valley, is 140 miles. The road 
runs at nearly double the elevation of the Central Pacific line across 
the Rocky Mountains. The Northern Central Argentine at Cordoba, 
connecting with the Central and extending northward to Salta, is a 
narrow-gauge road of 340 miles, and was continued through the prov- 
ince of Jujuy. 

In 1885 three railways were opened for traffic — the Mercedes, Andine 
Bast Argentine, and Campana lines. The Tucuman line was to be 
completed in 1876, when there would be in all ten railroads with a 
total of 2,260 kilometers, or 1,404 miles, in operation. The Andine line 
was leased to a private person for four years with the condition that he 
should receive 80 per cent, of the gross receipts for the first three years 
and 75 per cent, for the last year. The Central Argentine, which 
opened in 1870, earned in 1875 a surplus of $161,000 in addition to the 
guarantied interest of 7 per cent on the capital stock. That surplus 
was paid over to the Government. 

In 1886 there were in operation 6,152 kilometers, of which 1,877 were 
national, 1,104 provincial, and 3,160 private property. There were 
consequently added to the 2,318 kilometers existing in 1880, during 
the last five years, 3,834 kilometers. The total cost of the lines exist- 
ing in 1885 was about $1,000,000,000, or an average of about $33,330 
per mile. 

The gross earnings of all the railroads in 1885 were $416,150,894 ; 
the net earnings were $6,489,701; the percentage of net earnings were 
7.32 against 5 in the United States, and 4J in England, and 4^ in Ger- 
many and France. 

E. L. Baker, esq.. United States consul at Buenos Ayres, in a report 
of December 17, 1886, says : 

As showing the progress which railway construction has been making in the Argen- 
tine Republic, I may say that in October, 1880, the total number of kilometers was 

15 



16 



INTERNATIONAL AMERICAN CONFERENCE. 



2,318, of which 810 belonged to the national Government, 848 to the proyinoial gov- 
ernment of Buenos Ayres, and 1,104 ■were in private hands. There are now 6,152 
kilometers in the Republic, of which 1,877 belong to the nation, 1,104 to the pro- 
vincial governments, and 3,161 to private companies; a gain of about 3,834 kilo- 
meters in a little over five years. 

Mr. Vilas, secretary of legation at Buenos Ayres, in a report to 
Department of State, dated July 22, 1889, says : 

I forward herewith certain fignres taken from the report upon the railways of the 
Argentine Republic for the year 1888, prepared by Mr, Cortinez, under the direction 
of the national railway board recently created. * « * 

Amount of railway capital in country in 1888, $220,746,247 ; gross earnings, $26,- 
526,707 ; vrorking expenses, $15,529,993 ; net earnings, $11,500,000. 

Net earnings of Argentine railways for 1888. 



Railways. 



Capital. 



Ketums. 



Expenses. 



Net. 



Buenos Ayres and Rosario 

Primer Entre Kiano 

Central Argentine 

East Argennne 

Argentine Groat Western . 

Central Northern 

Province of Baenos Ayres . 

Andine 

Central Entre Riano 

Baenos Ayres Northern . . . 

Eusenada' 

Great Southern 

Oeste Santa Fecino 

Santa F6 Colonies 

Northwestern Argentine . . 



330, ODD 
153, 839 
648, 000 

989, 615 
984, 800 

990, 342 
474, 283 
366, 565 
000, 000 
991,487 
681, 885 
320, 000 
000, 000 
839, 088 
273, 920 



$3, 312, 882 
153, 839 

3, 815, 325 
271, 185 
897, 791 

2, 367, 941 

4, 867, 550 
441, 024 
261, 394 
735, 325 

1, 152, 791 

6, 172, 033 

277, 015 

801, 946 

12, 267 



$1, 577, 280 

10, 453 

1, 798, 113 

269, 882 

1, 366, 774 

1, 594, 638 

2, 873, 622 
284, 182 
278, 235 
365,854 
552, 843 

2, 782, 847 

336, 903 

615, 256 

12, 267 



$1, 735, 603 

652 

2,017,212 

1,303 



773, 303 

1, 993, 928 

156, 842 



369, 471 

599, 948 

3, 389, 186 



186, 690 



The following loans were made: Argentine Great Western, $468,983.51; Central 
Entre Riano, $16,841.43; Oeste Santa Fecino, $59,888.65; total loans, $545,713.58. 
The rate of returns upon capital is as follows : 



Lines. 


Rates of 
returns. 


Lines. 


Rates of 
returns. 




Per cent. 
7.04 
0.35 
10.82 
0.26 
2.86 
7.86 


Pacific Railway 


Per cent. 
2.16 




Andine 

Northern Railway 


3.06 




12.35 




8.96 






8.41 




Santa F6 Colonies 


1.90 









The number of passengers carried in 1888 was 9,681,233 ; tonnage of goods, 3,937,534. 

United States Consul Edward L. Baker, under date of December 13, 
1889, furnishes the following on railways in the Argentine Eepublic : 

There continues to be a great movement throughout the Argentine Republic in the 
construction of railways. So great are the number of new concessions granted by the 
national Congress and by the different provincial legislatures ihat I find it impos- 
sible to name them all. Up to the meeting of the last Congress there were national 
concessions for seventeen different lines, of which thirteen enjoy the guaranty of tbe 
Government. These guarantied lines represent a total length of 7,961 kilometers 
(4,975 miles), and the aggregate length of the other lines 1,272 kilometers (795 
miles), making a total of 5,770 miles. Among them are the following, viz : The 
Chaco and Tartagal Railway, the Reconquista and Formosa (Chaco) Railway, the 
Bahia Blanca and Villa Mercedes Railway, the San Jnan and Salta Railway, the Chnm- 



INTERNATIONAL AMERICAN CONFERENCE. 



17 



bicha, Tinogasta and Andalgala Railway, the Goya and Monte Caseros Railway, the 
Resistencia and Metan Railway, the San Cristobal and Tucuman Railway, etc. A 
line from San Juan to Cabra Corral, in Salta, is being surveyed, as also one from 
Mendoza to San Rafael ; also the line from Cobos to Salta via Lagunilla, and several 
others of less prominence. 

The following roads are in the course of construction, to wit, the extensions of the 
Northern Central, the road now being opened beyond Tucuman as far as Chilcas, 
The branches from Dean Fumes to Chilicito, and from Chumbicha to Catamarca 
have the road-beds completed, and the track-laying has commenced. Beyond Chilcas 
towards Salta and Jujuy the work is still progressing, but there are many engineer- 
ing difficulties to overcome, and not much has yet been accomplished. The line from 
Buenos Ayres to Mercedes, which is a link of the Transardine Railway, is now com- 
pleted and opened to traffic, thus giving a through line from Buenos Ayres as far as 
Mendoza. "Work continues to progress on the line from Mendoza towards Valpa- 
raiso, Chili, some of the track having already been laid, and by the end of the yeai 
it is expected that the Uspallata Pass of the Andes will be reached. For the con- 
struction of the railway from Monte Caseros to Corrientes and Posadas in the Misionea 
the necessary materials are now being received, and the work has commenced. The 
new line from Rosario via Sunchales to Tucuman is being rapidly pushed forward, 
and the rails are laid for 50 or 60 miles beyond Sunchales. 

The last session of the Argentine Congress, in response to the recommendations of 
the President, made a very firm stand against the granting of any more charters or 
concessions vrith Government guaranties, and the fact that numerous applications 
were made for new lines without such guaranties shows that the condition of the 
coilntry is now so promising that capital is ready to embark in such enterprises with- 
out Government aid (December 18, 1889). 

Consul Baker's last report (December 22, 1889) says: 

Railways, however, are rapidly extending themselves in nearly every part of the 
Argentine Republic. There was never before known such a push to obtain conces- 
sions or charters for new lines as has been the case during the last year, the National 
Government indiscriminately with the provincial governments being appealed to by 
the applicants. A year ago the Government expressed its determination to grant no 
more concessions which carried with them a guaranty on the part of the nation that 
if the enterprise did not pay a certain per cent, the Government would make good the 
difference ; but, during the recent session of Congress, several new lines were char- 
tered with this provision. 

The total length of all the railways in the Argentine Republic now amounts to 
7,700 kilometers, an increase since the previous year of 958 kilometers. There are 
now in process of construction as follows : 



Description. 


Length. 


Description. 


Length. 


By the Government : 

From Chambicha to Catamarca . . . 
From Dean Fun68to Chilicito 


Kilometer*. 

65 
415 
124 

64 

800 

192 

1,070 

183 


By the provincial governments — con- 
tinned. 
From La Plata to Rio Santiago . . . 


Kilometer*. 

8 
109 




From Nogoya to Victoria 


50 


By private parties vrith Government 
gnaranty : 
Section of Northeast Argentine... 


105 


From Santa F6 provincial roads. . 
By private companies, without guar- 
anty: 
Cordoha to Santa F6 


444 




282 


By the provincial governments : 

From Nneve de Julio to Trenque- 


Canada de Gomez and Las Terbas . 
Canada de Gomez and Pergamino. 


127 
141 
610 


From Riachuelo to the maritime 


Total 




4,79» 









S. Ex. 125—2 » 



18 IKTERKATIONAL AMERICAN CONFERENCE. 

During the year the railways of the country transported 8,373,500 passengers and 
3,950,000 tons of cargo, against 7,173,500 passengers and 3,866,523 tons of cargo the 
previous year. The railways in operation have 602 locomotives, 912 coaches for 
passengers, and 14,324 cargo wagons, and thej fepreseut a capital of $193,000,000. 

During the year 1888 the National Government paid out of its treasury for guaran- 
ties to railways the sum of |3,000,000 in gold. The President, however, in view of 
the fact that some of the guarantied railway companies persistently neglect to keep 
their roads in proper condition and are without the necessary equipment to transact 
the business for which they were chartered, has just issued an order suspending the 
payment of any further guaranties until they conform to the law in these respects. 

It is not deemed necessary here to give a list of the various railways which have 
recently been chartered, but which have not yet been " floated,'' or whose surveys 
have not yet been completed. Owing to the present financial condition of the 
country, the construction of some of these will probably be postponed for the present. 
For the same ::eason the National Congress, at its recent session, failed to act upon 
another large "batch" of projected railways, but left them for future cotsideration 



RAILWAYS OF BOLIVIA. 



report of juan f. velarde, delegate from bolivia.* 
Memorandum on Railroads in Bolivia. 

The Eepublic of Bolivia, with a population of 2,500,000, has an area 
of 55,000 square leagues, or 275,000 square kilometers. 

Situated in the center of the South American continent, it is bounded 
on the north and east by Brazil, on the southeast by the river Paraguay 
and the Eepublic of that name, on the south by the Argentine Republic, 
on the southwest by Chili ; on the west by the Pacific Ocean and Peru. 

The eastern part is level, as if it were a continuation of the Argen- 
tine pampas, which extend as far as the plains of Venezuela, forming 
forests, prairies, and fields of extraordinary tropical fertihty. 

The western part is mountainous, having a mild or cold climate, ac- 
cording to the height of the valleys, broken country, or table-lands, 
where the principal settlements of the Republic are located. 

The Andes range, which forms this region, divides in latitude 22° 
south, and enters the Bolivian territory in two sections, the western or 
coast range and the eastern or principal range, from which latter sep- 
arate several branches, running inland until they are lost in the plains 
of the east. 

Between these two ranges is found the high Inter- Andine table-land, 
with an average altitude of 12,000 to 13,000 feet above the level of the 
sea, at the northern end of which is situated the great lake Titicaca, 
and toward the southern or central region Lake Poopo, which receives 
the waters of the former by means of the river Desaguadero. The ex- 
tent from north to south of this table-land is about 150 or 200 leagues, 
with a width from east to west of from 20 to 50 leagues. It is connected 
on the north with the plateaus of Puno in Peru, and on the south with 
those of the Argentine Republic. In these regions are found the richest 
mines of silver, copper, tin, gold, and other minerals. 

The central location of Bolivia has retarded the development of its 
railroads, since it has been obliged to wait until the lines of the neigh- 
boring countries should approach its own frontiers before undertaking 
their extension, as in the case of those from Mollendo to Puno and from 
Arica to Tacna, in Peru, which still remain idle within their respective 
limits, and that of the Central North Argentine Railway, which is now 
nearing Jujui, with every probability that it will be extended as far as 
the Bolivian frontier. 

Topographical and financial diflOiculties for a long time prevented the 

* Translation. 

19 



20 INTERNATIONAL AMERICAN CONFERENCE. 

construction of the railway from Antofagasta to the interior, bat they 
have lately been overcome by the Huanchaca Company, of Bolivia, which 
has succeeded in completing the narrow-gauge railroad between Anto- 
fagasta and Uyuni, with an extent of 600 kilometers. The same com- 
pany has contracted for the extension of this line to Oruro, which is 
considered a distance of 320 kilometers. The Government guarantees 
6 per cent, interest on the capital invested, which is estimated at 
£500,000 sterling. 

The configuration of the territory of Bolivia, and its vast area, give 
origin to three channels of communication j by way of the Pacific, the 
river La Plata, and the Amazon, respectively, each one of which is the 
outlet for a particular region possessing resources of its own of great 
value, which will rapidly develop as soon as transportation is made 
cheap and easy by the construction of railroads. 

The communications by the Pacific are obtained : (1) by Antofagasta 
Kail way ; (2) by the Arica Eailway ; (3) by the MoUendo Eailway. 

(1) The Antofagasta Eailway, which had to contend against the ob- 
stacle presented by an uninhabitable desert, has become practicable on 
account of the narrow-gauge railway (75 centimeters), which runs from 
that place to Uyuni, as has been stated, Uyuni is at a distance of 25 
kilometers from the rich mines of Huanchaca, 200 kilometers from the 
city of Potosi, 300 kilometers from the capital, Sucre, and 320 kilometers 
from Oruro. 

The line crosses a very rich mineral region of much promise. Its pro- 
longation to Oruro, with a branch line to Potosi, will tend to further 
develop the mineral production, which to-day is quite considerable. 

(2) The Arica Eailway runs a line as far as Tacna (47 miles), whence 
it is intended to build another to Corocoro and La Paz (about 400 kil- 
ometers). This work requires an immense capital, since the road has 
t,o ascend the coast range at its steepest part. Traffic is at present 
carried on by means of mules. This line is connected with the depart- 
Taents of La Paz, Oruro, and Cochabamba, to whose commerce it gives 
«?reat facilities on account of being the shortest road. 

(3) The Mollendo Eailway, open to traffic since 1870, has the use of a 
line which leaves that port, runs through Arequipa, and ends in Puno, 
covering a distance of 522.96 kilometers, or 320 miles. 

Bolivian traffic makes use of this railroad in connection with naviga- 
tion by steamer on Lake Titicaca and the high-road from Chililaya to 
La Paz, 14 leagues. 

The Peruvian bond-holders, to whom that railroad has been granted, 
have obtained concessions from Peru as well as Bolivia to extend it as 
far as La Paz, whence within a short time a road will be run to Oruro, 
250 kilometers, in order to form a junction there with the Antofagasta 
road. It is intended to run a branch line from Oruro to the fertile de- 
partment of Cochabamba, a distance of 200 kilometers. 

The Bo.ivian part of the railroad from Puno to La Paz extends 150 



INTERNATIONAL AMERICAN CONFERENCE. 21 

kilometers from the Desaguadero. The nation guarantees 6 per cent, 
on the capital invested. 

The communications with the river La Plata are carried on by means 
of the Northern Central Argentine Eailroad and by the river Paraguay 
and the high-road to Santa Oruz. 

The extension of the Northern Central Argentine Railroad has al- 
ready reached Salta and will soon go as far as Jujui, from which place 
it will be extended to the Bolivian frontier, the Argentine Government 
having granted a concession for this. It will then be an easy matter to 
join this line with the Andine of Bolivia by extending it either to Uyuni 
or to Potosi, in either case a distance of not more than 500 kilometers. 

It is proposed to run two railways from the river Paraguay, one from 
the Gaiva to Santa Cruz de la Sierra, running through the province of 
Chiquitos, over some 750 kilometers of level country, and another from 
Bahia Negra to Sucre, with a branch to Santa Cruz, 750 kilometers in 
level country and 500 in mountainous and broken country. 

With these two railroads and another contemplated between Paran4 
and Tarija, communications will be opened with the river La Plata. 

The extensive eastern region of Bolivia, rich in all kinds of tropical 
products of superior quality, such as coffee, cocoa, sugar, cotton, rice, 
tobacco, etc., and likewise in gold ore, offers a> wiae field for industry, 
commerce, and immigration. 

The northern region, which is of wonderful fertility and is irrigated 
by the rivers Guapor6 Henes, Mamor6, Beni, and Madre de Dios and 
their numerous navigable branches, which all unite to form the river 
Madera, the principal tributary of the Amazon, in order to enjoy the 
full benefits of steam navigation and the products of civilization, re- 
quires the construction of a railroad from the Madera to Mamor6 so as 
to avoid the rapids which interfere with navigation on these great 
rivers ; said railway will be, at most, 180 miles long. The survey of 
this road has been in the hands of a commission of engineers appointed 
by the Brazilian Government, and its cost has been estimated at not 
more than $6,000,000 in gold. 

In connection with this railroad, and in order to make communications 
between the navigable rivers and the cities of the interior of Bolivia, it 
will be necessary to construct the following supplementary lines : 

I. From Rio Grande, a tributary of the Mamor6, to Santa Cruz de la 
Sierra, 150 kilometers, through level country. 

II. From the river Chimor6 or Upper Mamor6 to Cochabamba, 250 
kilometers, through broken and mountainous country. 

III. From the river Beni to La Paz, about 500 kilometers, through 
broken and mountainous country. 

Workmen, provisions, and timber for the construction of these rail- 
roads are found in abundance in the respective departments of Santa 
Cruz, Cochabamba, and La Paz, which will derive great benefit from 
them. 

It is estimated that the freignt on the materials for these railways, to- 



22 INTERNATIONAL AMERICAN CONFERENCE 

gether with that on the steamers and machinery which will have to be 
imported for the rivers of Bolivia, outside of the regular commercial 
traffic, will suffice to give life and impetus for the first few years to the 
Madera and Mamor^ Eailroad, whose importance may be compared, 
without exaggeration, to that of the railroad of the Isthmus of Panama. 

SUMMARY. 

There is in operation the narrow-gauge railway from Antofagasta to 
TJyuni, 610 kilometers, whose dividends exceed the guarantee of 7 per 
cent, interest. 

There is under survey and construction the railway from Uyuni to 
Oruro, 320 kilometers, with a guarantee of 6 per cent, interest, and a 
term of two years for its completion. 

There is under survey a railway to be constructed as soon as the 
Peruvian section is completed from Puno to the Desaguadero, running 
from the latter point to La Paz, 150 kilometers, with a guarantee of 6 
per cent, interest. 

There are in contemplation : 

Kilometers. 

The railway from La Paz to Oruro 250 

The railway from Oruro to Cochabamba 200 

The railway from Uyuiii to Potosi 200 

The railway from Uyuni to La Quiaca, on the Argentine frontier 500 

The railway from the river Paraguay to Santa Cruz 750 

Its prolongation to Suere 750 

The rai 1 way from the Argentine Paran{£ and its prolongation to Tarij a 300 

From Rio Chimor6 to Cochabamba 250 

From Rio Beni to La Paz 500 

For illustration there is appended the law of railroads, and several 
drafts of concessions sought from the government, and a map of the 
Republic of Bolivia. 

Juan Eranc" Velarde. 

LEaATioN OF Bolivia, 

Washington, February, 1890. 



ACT RELATING TO RAILROADS. 

Be it enacted by the Chamber of Deputies : 

Art. 1. That the Huanchaca Company, of Bolivia, is guaranteed an 
annual interest of six per cent., for a term of twenty years, on the capital 
which it may invest in the construction of the railway from Uyuni to 
Oruro. This guarantee shall be obligatory from the time that the rail- 
way reaches Oruro. 

Art. 2. The estimate and cost of the line shall be verified by the na- 

t onal engineer corps. 

Art. 3. The company constructing the railroad shall open it to the 
public in Oruro withio two ;f ears from the 1st of January, 1890, paying, 



INTERNATIONAL AMERICAN CONFERENCE. 23 

in case it should not then be completed, the fine of four hundred thou- 
sotud Bolivian dollars. 

Art. 4. The same annual interest of six per cent, is guaranteed, for 
4iwenty years, on the capital employed in the construction of a railway 
from the city of La Paz to the Peruvian frontier in the Department of 
Puno. 

Art. 5. The same interest is guaranteed, for twenty years, on the 
capital invested in the construction of the railroads from banks of the 
river Paraguay and the Argentine frontier to Santa Cruz, the Beni, 
Tarija, and Sucre. 

This concession refers only to the propositions presented to the legis- 
lature in 1889. 

Art. 6. There is hereby granted to the companies constructing the 
railroads one square league of ground for each league of track laid ; 
this ground to be in alternate lots, the remaining lands continuing to 
be Government property. 

Art. 7. In case those companies should prefer the granting of lands 
they will not be entitled to the money guarantee. 

Art. 8. The stipulations of responsibility for the payment of the 
granted guarantee shall not in any case affect the present national in- 
come. 

Art. 9. All further stipulations bearing upon the present act are 
left to the power of the executive. 

Let this be sent to the Senate for its action. 

The Hall of the Chamber of Deputies in La Paz, October 27, 1889. 

Jbnaro Sanjini^s, 

President. 
Marco D. Parades, 

Secretary. 
Oasto EomIn, 

Secretary. 



Aniceto Aroe, 

Constitutional President of the Republic : 

Whereas, the National Congress has authorized the following act : 

Be it enacted by the National Congress : 

That Mr. W. H. Christy is authorized to build a narrow-gauge rail- 
road from the Desaguadero to the city of Oruro, with the following 
stipulations : 

1. The railway of the Titicaca Company shall start from the highest 
navigable point of the river Desaguadero and run to Oruro, over the 
surveyed route approved by the company. 

2. The road shall be a narrow one, with a gauge of 1 meter, with 
steel rails and ties ; the rails shall weigh 30 pounds per meter, and the 
ties shall be placed at intervals of 800 millimeters. The locomotives 
gball weigh 15 tons, having a draught power of 400 tOftS apd ^ ui%M\ 



24 INTERNATIONAL AMERICAN CONFERENCE. 

mum speed of 30 miles an hour. The rolling stock shall con*ist of one 
hundred and fifty cars and four locomotives. 

3. This railroad shall be for freight, but it shall also transport pas- 
sengers, for which it shall make use of suitable material. 

4. The examination of the preliminary surveys shall be begun in the 
month of May, 1890, and shall be submitted for the approval of the 
Government on or before the expiration of ten months. 

The final work shall be begun three months after the Governmeut 
has notified the company of its approval of the plan and surveys made. 
After the expiration of this period, the concession shall be repealed. 

5. The company shall be bound to carry the mail-bags gratis, to lower 
the price of transportation for Government employes 50 per cent., and 
and for government troops and materials 70 j)er cent. 

6. The Government shall grant to the company, with full unincum- 
bered title, all the land necessary for the road, its stations and neces- 
sary adjuncts, as determined in the respective plans. 

7. The comj)any shall always have the right of alienating the railroad 
owned by it, without being subject to other restrictions than those set 
forth in the act, provided that the Government be i^reviously notified, 
which shall, conditions being equal, have the right of preference. 

8. The passenger and freight tariff" shall be fixed by the company, 
after its approval by the Government. 

9. All materials destined for the construction and use of the railroad 
and its stations and other adjuncts shall be free from Government and 
municipal {Octroi) duty. 

10. The employes of the railroad shall be exempt from service in the 
army and the national police. 

11. The Bolivian Government, after the final work on the railroad is 
over, shall not grant any concession for another railroad through this 
same route, unless at a parallel distance of 15 miles. 

12. The railroad of the Titicaca Company shall be opened to the pub- 
lic in sections of five leagues, according to the proscriptions and for- 
malities of the law, the entire road being completed twenty months 
from the time the work was begun, or before that if possible. 

Let this be forwarded to the Executive. 

The Hal' of the National Congress, La Paz, October 31, 1889. 

Serapio Eeyes Ortiz. 
Jenaro Sanjinies. 
Emeterio Cano, 

8. Secretary. 
Marco D. Par]&des, 

D. Secretary. 

Therefore I promulgate it, that It may be and act as a law of the Ee- 
public. 
Government Palace, La Paz, November 16, 1889. 

Anioeto Arce, 
Minister of the Interior and Indmtry.. 



RAILWAYS OF BRAZIL. 



bepobt of j. a. do amabal valente, delegate fbom bbazil." 

Delegation of Brazil, 

Washington, February 27, 1890. 
Sir : I have the honor to present to your excellency the accompany- 
ing synopsis containing a statement of the number and length of the 
railroads of Brazil, and of the capital therein invested. 

I take this occasion of expressing to your excellency the assurances 
of my distinguished consideration. 

J. Gr. DO AmARAL YALENTE. 

Hon. r. F. Velarde, 

Chairman^ Committee on Railway Communication. 

Bailroad system of Brazil, corrected to January 1, 1888. 



Bailroads. 



Madeira-Mamor6 (Estado do Amazona) 

Belem-Bragan§a (Estado do V&r&) 

Camocim-Sobral (Estado do CearA) 

Baturit6 (Estado do Ueard) 

Natal Nova Cruz (Estado Eio Grande do Norte) 

Conde d'Eu (Estado Parahyba) 

Eecife-Palmares (Estado de Pemamlitico) 

Recife- Litnoeiro- Tim bduba (Estado de PemambTico) . 

Eecife-Camani (Estado de Pernambuco) 

Recife Caxang^ (Estado dePemambnco) 

Eecife-OltndaBeberibe (Estado de Pernambuco) 

Palmares-San Francisco (Estado de Pernambuco) 

Elbeirao Bonito (Estado de Pernambuco) 

Itatibense (Estado de Alagoas) 

Maci6-Imperatriz (Estado da Alagoas) 

Paulo-Aifonso (Estado da Alagoas) 

JaraquA-Bebedonro (Eatado da Alagoas) 

Bahia-Alagoinbas (Estado da Babia) 

Alagoinhas-Timb6 (Estado da Bahia) 

Alagoinhas-San FraDcisoo (Estado da Bahia) 

Central Bahia (Estado da Bahia) 

Santo- Amaro Tacii ( Estado da Bahia) 

Nazareth Santo Antonio ( Est ado da Bahia) 

CaraveUas-Philadelphia (Estado da Bahia) 

Victoria-Natividade (Estado da Bahia) 

Itapemerim- Alegre (Estado Eio de Janeiro) 

Campos-Carangola (Estado Rio de Janeiro) 

•Campos S. Sebastiao (Estado Eio de Janeiro) 

Macah6-(I!ampos (Estado Rio de Janeiro) 

Santo Antonio de Padua (Estado Rio de Janeiro) 

San Fedelis (Estado Rio de Janeiro) 

Estrado de Ferro Central (Estado Rio S. Paulo, Minas) 
Estrado de Ferro Central (Estado Rio S. Paulo, Minas) 

Rio do Ouro (Estado do Rio) 

Rio de Janeiro-Mag6 (Estado do Rio) 

Corcovado (Estado do Eio) 

Principe do GraS Pari (Estado do Eio) 

Santa Izabel do Eio Preto (Estado do Eio) 



Capital. 



Francs. 
24, 500, 000 

14, 900, 000 
25, 300, 000 
25, 900, 000 
19,975,0 1 
18, 333, 883 
46, 816, 479 

15, 437, 328 
22, 000, 000 

3, 580, 000 

1, 400, 000 

120, 000, 000 

1, 685, 393 

1, 200, 000 

12, 788, 326 

14, 300, 000 

700, 000 

44, 943, 820 

7, 443, 820 

38, 200, 000 

38, 514, 357 

6, 741, 573 

3, 511, 236 

33, 707, 865 

30, 600, 000 

4, 494, 382 

33, 707, 865 

1, 685, 393 

33, 707, 685 



5, 000, 000 

270, 855, 360 

45, 000, 000 

3, 271, 999 

5, 617, 977 

1, 713, 674 

18, 258, 427 

12, 668, 539 



Length in kilometers. 



In opera- 
tion. 



4 



' Translation. 



59 

129 

111 

121 

121 

125 

96 

76 

20 

12 

146 



116 
10 

123 
83 

322 

299 
36 
34 

142 



70 
223 
18 
96 
93 



725 
61 
65 
28 
4 
92 
7i 



Build- 
ing. 



20 



26 



Under 

survey. 



330 
150 



500 
38 



131 
3 



218 
208 
84 



56 



34 



Total. 



330 

209 

217 

195 

121 

139 

125 

142 

111 

20 

12 

646 

60 

19 

88 

116 

10 

123 

83 

453 

302 

36 

172 

393 

218 

278 

307 

18 

189 



76 
725 
164 
65 
88 
4 
92 
74 



85 



26 INTERNATIONAL AMERICAN CONFERENCE. 

Bailroad system of Brazil, corrected to January 1, 1888 — Continued. 



Kailroads. 



Capital. 



Length in kilometera. 



In opera- 
tion. 



Build- 
ing. 



Under 
survey. 



Total 



93 

86 

56 

63 

6 

40 

36 

38 

29 

46 

1,204 

170 

61 

377 

242 

739 

232 

139 

531 

376 

283 

242 

52 

264 

36 

9 

20 

9 

111 

116 

643 

283 

210 

176 

43 



Eezende Ar6a8 (Estado do Eio) 

Ramal de Cantagallo (Estado do Eio) 

Santa Anna (Estado do Rio) ■ 

Unlao Valenciana (Estado do Rio) 

Rodero Vaasour as (Estado do Rio) 

Baruo Araniama (Estado do Rio) 

Rio das Flores (Estado Riode Janeiro) 

Alcautara-MaricA (Estado Riode Janeiro) .- 

Ramal Banalalense (Estado Rio de Janeiro) 

Mage Tberesopolis (Estado Rio de Janeiro) 

Leopoldina-Cantagallo (Estado Rio de Janeiro) 

Minas-Rio (Estado de Miuas Gfraes) 

Juiz de Fdra-Piau (Estado de Minas Geraes) 

Oeste de Minas (Estado de Minas Geraes) 

Pitangui (Estado de Minas Geraes) 

Mogyana (Estado de Sao Panlo) 

San Paulo- Rio de Janeiro (Estado de Sao Paulo) 

Santos- Jundiahy (Estado de Sao Paulo) 

Araraquara Rio Grande (Estado de Sao Paulo) 

Sorocabana (Estado de Sao Paulo) 

Itiiana (Estado de Sao Paulo) 

Paulista (Estado de Sao Paulo) 

Bragantina (Estado de Sao Paulo) 

San Carlos do Pinhal (Estado de Sao Paulo) 

Eio Pardo (Estado de Minas Geraes) 

Taubat6-Trememb6 '. 

San Paulo Santo Amaro (Estado de Sao Paulo) 

Santos S. Vicente (Estado de Sao Paulo) 

Paranagua-Coritiba (Estado do ParauA) 

Dona Tbereza Christina (Estado de Santa Catherina) . 
Taquary-Uruguayana (Estado do Rio Grande do Sul). 

Eio (Grande Bag6 (Estado do Rio Grande do Sul) 

Bag6-CaceQui (Estado do Rio Grande do Sul) 

Quarahinj-Itaqui (Estado do Rio Grande do Sul) 

Porto- Alegre Nova Hamburgo (Estado do Eio Grande 

do Sul 

Total 



France. 
6, 179, 775 
5, 000, 000 
8, 400, 000 

4, 494, 382 
350, 000 

2, 250, 000 
1, 966, 000 
2, 300, 000 
2, 27.5, 000 

5, 618, 000 
liO, 449, 438 

43, 525, 992 
5, 056, 180 

13, 960, 674 
16, 853, 933 
56, 460, 674 
29, 957, 865 
68, 664, 170 
55, 000, 000 
33, 707, 865 

5, 765, 730 
56. 179, 775 

6, 516, 854 

14, 044, 014 
2, 200, 000 

600, 090 

1,200,000 

600, 000 

50, 000, 000 

18, 253, 184 
102, 900, 000 

41, 814, 831 
25, 000, 000 

19, 975, 031 

10, 000, 000 



1, 555, 916, 159 



12 



297 

170 

52 

218 



551 
232 
139 



222 
220 
242 

52 
264 

36 
9 

20 
9 
111 
116 
262 
280 



9 
103 



188 



110 
40 



112 
3 



40 



56 

242 



531 
44 
23 



269 
216 



8,486 



1,398 



3,597 



13, 481 



J. AuGUSTO DA Costa, 

Secretario do DelegagaS do$ 
JEitadot Unidot do BratiL 



THE RAILWAYS OF CHILL 



report of emilio c. varas, delegate from chill'' 

Legation of Chlli, 
Washington, January 9, 1890. 

DiSTiNauiSHED Colleague : In reply to your favor of the 7th, 
which I received to-day, and according to the desire therein expressed, I 
enclose a part of the Statistical Synopsis of Chili in which you will find 
a list of the railroad lines constructed in Chili and those under con- 
struction, together with a table of the length of each in kilometers, and 
of the points or places which they connect. 

To the railroads in construction mentioned in the Synopsis, are to be 
added the two which in a short time will unite the Central Railroad of 
Chili and the railroads of the Argentine Republic, and which are being 
at present constructed between the Andes (Chili) and Mendoza (in the 
Argentine Republic), and between Zumbel (in Chili) and Bahla Blanca 
(in the Argentine Republic). 

The laying of another line is at present contemplated between Val- 
paraiso and Santiago, and the plan of a railroad between Serena and 
Tarapac^ is being prepared, to which end the Government has asked 
from Congress the funds necessary. This line will connect with the 
Central Railroad which already runs to the southern extremity of the 
Republic. 

In the same synopsis you will find the data relating to the cost of 
construction, transportation of passengers, carriage of freight, etc., of 
the railroad lines of the State. 

As for plans, proposals, and estimates relative to all these railroad 
lines, they do not exist, as you will suppose, in the records of this le- 
gation ; they are to be found in the archives of the Direction of Public 
Works of Chili, and it would not be easy to get them here. I hope, 
however, that they will not be necessary to the purpose of your com- 
mittee. 

With expressions of my most distinguished consideration, I am, your 
obedient servant, 

B. 0. Yaras. 

Hon. Juan Francisco Velarde, 

U. E. and M. P. of Bolivia, present. 

* Tranalatiott. 

87 



28 INTERNATIONAL AMERICAN CONFERENCE. 

[Extract from the statistical and geographical synopsis of Chili.] 

Department of Industry and Public Works, 
promotion of industry. 

The development of ind ustry is being rapidly promoted. The National 
Societyof Agriculture of the capital, and the Southern Agricultural So- 
ciety, the Agricultural Institute by its principal branches of general agri- 
culture, and the practical schools for its teaching and application, estab- 
lished in the towns of Santiago, San Fernando, Talca, Chilian, Oon- 
cepci6n. Vicuna, and Salamanca are all working for this end. The 
mining industry is receiving equally close attention from the National 
Miners' Association and the practical schools of this branch kept up in 
Santiago, Oopiap6, and Serena. There is also in the capital a Society 
for the Improvement of Manufactures, a School of Arts and Trades, and 
a Bureau of Architecture, devoted to the promotion of manufacturing 
interest, building, etc. 

Line8 of railroads of the State now in operation. 



Kilo- 
meters. 



Average 

cost per 

kilometer 

(gold). 



Total cost. 



Santiago to Valparaiso — 

Andes Branch 

Santiago to Curic6 • 

Palmilla Branch 

CTiric6 to Chilian 

C hUlAn to Talcahuano 

San Kosendo to Angol 

Santa Fd to Los Angeles 

Angol to Traign6n 

Renaico to Fort Victoria 

Kobleria to CollipnUi 

Chanaral to the mineral springs, Animas and Salado 



187.0 
45.0 

185.0 
39.0 

210.9 

187.5 
73.0 
22.0 
72.0 
75.0 
42.0 
60.0 



$69, 781 
22, 783 
32, 171 
9,820 
28, 412 
26, 436 
28, 070 
28, 070 
55. 982 
55,982 



6,842 



$13, 049, 473 

1, 025, 236 
5, 951, 635 

422, 260 
5, 994, 932 
4, 956, 750 

2, 049, 110 
617, 540 

4, 030, 704 
4, 108. 650 



350,620 



Movement of passengers, freight, and baggage in 1887. 



Classes. 


Passengers. 


I^eight. 


Value of 


Nmnber. 


Valne. 


Weight. 


Valne. 


baggage. 


Pirst . 


1, 112, 597 
802, 354 
643,359 


$793,630.25 
638, 300. 00 
468, 909. 05 


Metric cwt 
5, 026, 714 
4, 737, 339 
3, 637, 939 


$1,114,224.46 
1,675,518.49 
1, 122, 943. 26 


$88, 308. 82 




68, 443. 28 


Third 


63, 925. 75 






Total 1887 


2, 458, 310 


1,900,839.30 


13, 401, 992 
13, 062, 575 


3, 912, 986. 21 
3, 691, 727. 24 


220, 677. 85 


Total 1886 


234, 106. 31 
















339,417 


221, 258. 97 


13, 428. 46 











The total receipts of the railroads of the State in 1887 were $6,349,- 
621.30 ; the expenses amounted to $4,197,250.66, leaving a clear gain of 
$2,162,370.64. 



INTERNATIONAL AMERICAN CONFERENCE. 29 

The private lines of railroads in operation are, commencing from the 
north : 

Eilometera. 

From the port of Arica to the city of Tacna 63 

From the port of Pisagua to Tres Marias, 90 kilometers, and branches to Agaa 

Santa and Piiutunchara with sidings 106 

From that of Iquique to Tres Marias, 109 kilometers, to Virginia, 31 kilometers, 82 

branches to Bodegas with sidings 194 

From that of Patillos to Salitreras de Sur 93 

From that of Mejillones del Sar to the Cerro Gordo mine 29 

From that of Antofagasta, via Salinas el Dorado to the village of Calama, con- 
tinuing eastward in the direction of the borate deposits of Ascot^n on the 
frontier of Bolivia, and which is to continue some kilometers into the inte- 
rior of this state to the rich silver mine of Huanchaca 440 

From that of Taltal to Cachiyuyal or El Refresco ^ 82 

From that of Caldera to the city of Copiapd, branching at the mines of Puqnioa 

to San Antonio de Apacheta and to Chanarcillo or Juan Godoy 242 

From that of Lower to Upper Carrizal, via BaranquiUa and Canto del Agaa, 

36 kilometers, and thence 45 more to the Cerro Blanco Mine on the east 81 

From that of Coquimbo to the city of La Serena and La Compania 15 

From the same to the city of O valle with branch to Panulcillo 123 

From that of La Serena to Elqui, or to the village of Rivadavia east of the city 

of Vicuna 78 

,From that of Tongoy to the mine of Tamaya.-.. 55 

From that of Laraquete, in the bay of Arauco, to the coal mines of Quilachau- 

quin and Maquegua 40 

Total 1,641 

Or 1017. 4 miles. 

RAILROAD LINES UNDER CONSTRUCTION. 

The Congress has recently approved a contract made by the Execu- 
tive with Mr. Newton B. Lord for the construction of the ten lines here- 
after mentioned upon the basis of an estimated sum. 

The total cost of these works amounts to the sum of £3,542,000 ster- 
ling, including in this sum the 13 per cent., to which the excess over the 
value of the estimates first made amounted. 

Only the lines and their distances in kilometers can be noted here, 
and not the cost of each, because it is not yet known what changes can 
be made, either in their length or in the al teration of the gauge from 
wide to narrow, and vice versa. 

If, for example, the line from Victoria to Osorno be taken, the. cost 
much exceeds the estimates. 

The average cost per kilometer, including equipment, etc., is about 
$27,000, more or less. Thirteen per cent, may be taken as the average 
excess of cost over that first estimated ; thus, for instance, there are 
lines, the actual cost of which has been 8 per cent., 13 per cent., and in 
the case of that bej ween Oonstitucion and Talca, 28 per cent, over the 
original estimate. 



30 INTERNATIONAL AMERICAN CONFERENCE. 

The following table will give the names of th3 several Hues with the 
extent of each : 

Eilometers. 

Ovalle to San Marcos .- 60 

Vilos to Illapel and Salamanca 128 

Ligaa to Calera andCabildo 76 

Santiago to Melipilla 59 

Pelequen to Peumo 35 

Palmilla to Alconea 45 

Conetitucion to Talca 85 

Coihue to Mulchen 43 

Victoria to Osorno and Valdivia 403 

Huascoto Vallenar 48 

Total 928 

Or 608.84 miles. 



THE RAILWAYS OF COLOMBIA. 



SEPOBT OF MARTINEZ SILVA, DELEGATE FROM COLOMBIA.* 

Washington, January 10, 1890. 
Dear Sir and Friend : I send you herewith the information I have 
been able to collect about the railroads of Colombia. I am expecting 
a map which 1 have been advised has been sent, and when I receive it 
I will take pleasure in forwarding it to you to illustrate the notes ap- 
pended hereto. 

Your obedient servant and friend, 

Carlos Martinez Silva. 
Mr. Juan F. Yelarde, 

Chairman, Committee on Railway Communication^ Present. 



Railroads in Colombia. 

The Eepublic of Colombia has a population of 4,000,000 inhabitants, 
with an extent of territory of 13,310 square myriameters, of which 
10,354 are uncultivated. 

The population is densest along the Atlantic coast, and especially in 
the interior of the country in the high regions where the climate is mild 
and healthy and the soil suitable for agriculture. 

The highway for communication with the exterior is the Eiver Mag 
dalena, which waters seven of the nine departments into which the Re- 
public is divided, and empties into the Atlantic through the two mouths 
Geniza and Rio Viejo. The Magdalena is navigable for vessels of smal, 
draught (3 — 3J feet) from a little below Honda to Barranquilla. This 
part of the river is called Lower Magdalena. In the dry season its 
waters diminish greatly, rendering navigation difficult and even dan- 
gerous, at least between Honda and the point called Nare. The 
Upper Magdalena, that is to say, from Honda to its source, is also nav- 
fgable to a great extent (between Honda and Neiva), but there the 
scarcity of water during a large part of the year is still more noticeable, 
which renders navigation very irregular and dependent upon circum- 
stances. 

The Magdalena being the principal highway of Colombia, and travers- 
ing the richest and most populous departments, it is easily understood 
that the tendency there has been to connect this ri«ver with the principal 

* Orieinal. 

31 



32 INTERNATIONAL AMERICiN CONFERENCE. 

centers of production and consumption. For this reason there is nothing 
in Colombia corresponding to a railroad ,iystem; the existing lines, those 
under construction, and those contemplated are all short, isolated, and 
independent. 

From the first the need which was most urgently felt there was that 
of communication between the capital of the Eepublic (Bogotd) and the 
Magdalena. With this in view, the construction of a railroad was 
commenced which was to connect Girardot, a port on the Upper Mag- 
dalena, a little above Honda, with the table-land on which Bogota is 
situated (9,000 feet above the sea level). Of this road some 40 kilom- 
eters are already constructed, and there remain about 45 more to be 
built to connect it with the railroad on the plain of Bogota, between that 
city and Facatativd (37^ kilometers), at the branch line running south- 
ward towards the aforesaid railroad of Girardot. The part of this work 
yet to be finished is relatively the most difficult and expensive, since it 
must ascend the cordillera, which, as may be deduced from the height 
of Bogota, is very high and abrupt. 

Even when this road is completed it will not be of great utility for 
outside trade, since it does not avoid that part of the Magdalena which 
is most liable to accidents and dangers on account of low water in the 
river during a large part of the year, and since it requires a transship- 
ment at Honda, where there is a rapid which interrupts navigation be- 
tween the Upper and Lower Magdalena. 

To partly avoid this difficulty another short line of railroad has been 
constructed, called the Borada (23^ kilometers), between a point below 
Honda and another above that city. 

The Antioquia Railroad starts from Puerto Berrio, on the Magdalena, 
and runs to Medellin, capital of the rich and densely populated depart- 
ment of Antioquia. Fifty kilometers of the most difficult and expensi ve 
portion have been constructed. This railroad belongs to the Govern- 
ment of the department, which is disposed to make very liberal offers 
for its completion. It would be a fine investment for foreign capital. 

Another very important line, and one which would yield large divi- 
dends, would be the one which would connect the city of Bucaramanga 
with the Eiver Magdalena. Bucaramanga is the capital of the rich and 
industrious department of Santander. It is one of the most prosperous 
cities of the Republic, and is the center of a region which produces large 
quantities of excellent coffee. The road would be a short one, has been 
accurately surveyed, and its construction offers no great difficulty. 

Another line of railroad is that which runs from Barranquilla, on the 
Magdalena, to Puerto Colombia on the Atlantic (22 kilometers), which 
is the place where to-day the greater part of the exports and imports of 
the Eepublic are made. The construction of this railroad was made 
necessary because the mouth of the Magdalena called Ceniza is unnav- 
igable on account of the sand-banks formed there in the struggle" be- 
tween the waters of the river and the sea. 



INTERNATIONAL AMERICAN CONFERENCE. 33 

Nevertheless, Puerto Colombia, is not, and never can be, a convenient 
port, because vessels have to anchor at a considerable distance from 
the shore. 

The best ports of Colombia on the Atlantic are Cartagena and Santa 
Marta, but the latter city, once very important on account of its com- 
munication with the Magdalena, has eventually become cut off from it. 
An attempt is now being made to re-establish this communication by 
means of a railroad of which 45 kilometers have already been built. It 
is under the direction of a private company, backed by European capi- 
tal. 

Those just enumerated are the railroads which communicate with the 
Magdalena. 

Completely independent of these are three others : 

That of Panama, which crosses the Isthmus between Colon and Pan- 
ama (76 J kilometers). 

That of Gucuta, between that city (which is the southern-most one of 
the republic), on the frontier of Venezuela, and the river Zulia, by which 
is exported all the coffee of that part of Colombia and the neighboring 
states of Venezuela. It is 55 kilometers long, and is an excellent line, 
constructed with domestic capital and by native engineers, as was also 
that of the table-land of Bogota. 

That of the Gauca, starting from the port of Buenaventura and run- 
ning to Call, a very important city of the highly fertile valley of the 
Gauca; 21 kilometers of this have been laid, and a European company 
has recently taken charge of its completion. 

From what has been set forth it may be concluded that what Colom- 
bia most needs to-day is to construct or finish lines connecting Bogota 
Bucaramanga, and Medellin with the Magdalena. A railroad which 
would ascend this river from Cartagena to Bogota, would obviate all 
the difficulties of that slow and uncertain navigation. The work would 
not present serious difficulties of engineering, and would rapidly open 
up the immense tracts situated along the river, which are exceptionally 
fertile and rich in all kinds of woods and vegetable products. 

As for a railroad to go through Colombia toward the southern repub- 
lics, I believe that the only possible route would be that of the Lower 
Magdalena, ascending to Bogota, crossing the eastern chain, of easy 
access at many points, and then descending to the immense plains which 
form the basin of the Amazon and its affluents. Such a work would be 
colossal in its extent, and would have to be carried through a region of 
unbroken wilderness, although of a fertility beyond belief. At all 
events, the enterprise would be worthy of the skill and daring of the 
people of the United States. 

Oablos Martinez Silva, 

Delegate from Golombia. 

Washington, January 10, 1890. 

S. Ej,125 3* 



THE RAILWAYS OF COSTA RICA. 



BEPOBT OF MANUEL ABA GON, DELEGATE FBOM COSTA BICA,* 

Washington, January 5, 1890. 

Sir : In accordance with our conversation relating to the commis- 
sion, over which you preside so ably, charged with making a report to 
the above-mentioned congress upon the railroad communications in 
Spanish-American countries, I have the honor to transmit the following 
data, wherein I have tried to condense the information concerning Costa 
Eica's interests in that important question. 

The Kepublic of Costa Eica is situated on the southern part of Cen- 
tral America, between 8° and 11° 16' north latitude and 81° 40' and 
85° 40' west longitude, Greenwich meridian. Its territory covers an 
area estimated at 25,000 square miles, and its limits are as follows : On 
the north and east it is bound by the Republic of Nicaragua and the 
Caribbean Sea ; on the south and west by the Pacific Ocean and the 
State of Panama, in the Republic of Colombia. 

The Cordillera of the Andes passes through the country from north- 
west to southeast, and from it are separated the mountains which cross 
it in every direction, thus forming highlands, immense valleys, and ex- 
tensive coasts, leaving the territory divided in three different regions : 
the high-lands, those lying between them, and the slopes ot the mount- 
ains, and those formed by the coasts in extensive and extremely fertile 
plains. 

The Cordillera of the Andes bears various names in Costa Rica ; a 
part of it, called Mountain of Dota, occupies the central portion of the 
territory ; others are named the Po^s and Barba Mountains, which 
meet on the summits of Irazu and Turrialba and eud on the Atlantic 
coast. Those of Po^s and Barba stretch a little toward the north. On 
the south of Turrialba and on the east of Dota rises the peak of Chir- 
rip6, and on a line almost parallel with the littoral of the Atlantic 
continue the mountains of Lyon (TJjum), Pico Blanco (Kaniiic), Pico 
Rovalo, and the Cordillera of Chiriqui. On the northwest side, with the 
mountains of Po^s, follows the chain forming the hills called Los Gua- 
tusos, Tilar^n, Cerro Pelado, Tenorio, Miravalles, Rincon de la Vieja, 
and Orosi. Another important range extends from the mountain of 
Herradura and joins the great mountain of Dota on the eastern side ; 
between both points are comprised the plateaus of Turrubales, Puriscal, 
and Candelaria. In that manner the principal altitudes of Costa Rica 
meet together, and are divided throughout the country in numerous 

* Original. 



INTERNATIONAL AMERICAN CONFERENCE. BB 

and varied regions, among which attention must be called to the mount- 
ain of Aguacate (formerly called Terroto), celebrated for its mineral 
wealth, especially in gold and silver. 

The several heights referred to have been measured and the follow- 
ing is the result : 

Feet 
(English). 

Pico Blanco 11,800 

Volcano Irazu 11,500 

Volcano Turrialba 11,350 

Volcano PoSs 8,895 

Volcano Barba 8,700 

Pico Rovalo 7,012 

Alto Chomozo 5,265 

Volcano Orosi 5,200 

Miravalles 4,700 

Mountain Aguacate 4, 132 

The whole territory is crossed by rivers and small streams bringing 
fertility everywhere, and offering great inducements to various indus- 
tries, which will find sufiQcient motive power in the currents for all kind 
of machinery. 

The principal rivers coursing toward the Pacific are the Tempizque, 
which, uniting the waters from almost the entire province of Guana- 
caste, empties into the Gulf of Mcoya. That river, like a great many 
of its tributaries, is navigable for many miles for boats drawing 4 or 
5 feet of water. Then comes the Barranca Eiver, which empties east of 
Puntarenas, the Jesus-Maria River, and the Eio Grande, all of which 
empty in the same Gulf of Mcoya. The Pirris, Naranjo, Savegre, Baru, 
and Eiio Grande de Terraba empty directly into the Pacific Ocean. The 
Dulce,El Goto, Pavon, and other rivers of lesser importance flow into the 
Gulf Dulce. The Frio River, navigable to a considerable distance, emp- 
ties into the Lake of Nicaragua at the very place where the San Juan 
River begins. The Zapatero, Viejo, Negro, and Platanares Rivers also 
empty in the same lake. The San Carlos and Sarapiqui are tributaries 
of the San Juan, whose course runs between Costa Rica and Nicaragua 
toward the Atlantic. The Sucio River is divided between the Sarapiqui 
and the Colorado, thus facilitating the communications with an exten- 
sive territory. 

In the Caribbean Sea, or of the Antilles, empties directly the Colo- 
rado River, which in its widest part receives the waters of the San 
Juan and to its outlet on the Atlantic; the Parisimina, wherein 
the Reventazon empties itself, and whose source is southwest of Car 
tago ; the Pascuara and Matina, communicating together by great 
creeks, and the Toro or Morin. All these rivers are situated on tlio 
northern side of Port Limbn, as well as the Penitencia, Suerte, Palacio, 
Tortuguero, and Sierpe, of smaller importance, which empty in a creek 
communicating with the Sea of the Antilles at the point called Tortu- 
guero. South of Port Limon, empty the Limon, Banana, Bananita, and 



36 



INTERNATIONAL AMERICAN CONFERENCE. 



other shallow rivers. The Telire or Slxola Eiver passing through a 
great tract of land, and the Tilorio or Chanquinola, celebrated under 
the name of the Estreila Eiver, empty in a more southerly direc- 
tion after irrigating with its numerous tributaries the important terri- 
tory of Talamanca. The Bananas, Barras, Eovalo, and other rivers of 
little consequence empty in Admiral Bay.* 

The climate of Oosta Rica is remarkably mild and healthful. There 
is no extreme heat or cold, neither are there endemic or virulent dis- 
eases. The mean temperature in the high-lands is from 14P to 20<^ 
centigrade, and from 20° to 26° on the coast.t 

It can be said that there are but two seasons; the dry one and the rainy 
one. The first is from November to May ; in the latter the rain gener- 
ally begins and lasts until November. In either of those seasons the 
sun rises, with a difference of a few minutes, at six in the morning and 
sets about the same time in the evening. 

Storms, cyclones, and hurricanes, which in other localities cause so 
much damage, are unknown in Oosta Rica, nor is there any danger of 
inundations on account of the heavy rains, owing to the peculiar con- 
figuration of the country. 

The present population of the Republic, according to the report of 
the Bureau of Statistics for 1888, is 205,000 inhabitants of European 
origin ; the homogeneity of the white race of Spanish descent being 
very notable. There are neither negroes nor Asiatics, and the Indians are 
in so small a proportion that they are not considered important enough 
to be mentioned in the census. The number of foreigners residing in 
the country can be estimated at 8,000, and is composed mostly of 
Germans, French, English, and North Americans. 

The principal port of Oosta Rica on the Atlantic is Liinon, situated 
about 10° north latitude, and 83° 4' west longitude, Greenwich merid- 
ian. On the Pacific the principal port is Puntarenas, on the Gulf of 
Nicoya, and is also about 9° 58' north latitude by 84P 46' of same longi- 
tude ; the distance, therefore, in a straight line between the two porta 
being 1° 42', or from 102 to 103 geographical miles. 

The Republic is divided into five provinces and two comarcaSj and the 
principal cities are situated as follows : 



ProYinoes. 


Cities. 


Latitude 
north. 


Longi- 
tude west. 


San Jo86 




" 

9 56 
9 64, 
9 90 
9 59 
10 32 

9 58 
10 


O II 

8i 6 






63 58 


Heretfia 




84 9 


Alajuela 




84 15 


Gnanacaste 




85 15 


Comarcas : 




84 46 


Limon 




83 4 









* Costa Rica in 1886, by J, B. Calvo. 

t Costa Rica j sa Futnro, by PauPBlolley. 



INTERNATIONAL AMERICAN CONFERENCE. 37 

The cities of Alajuela and of Heredia are northeast of San Jos6, at 
A distance of 7 and 14 miles (English) respectively ; and Oartago, south- 
east of the above-mentioned city of San Jos6. 

These cities are the most important of Costa Eica, and their heights 
above sea-level are as follows : 

Feet. 

San Jo86 , 3,868 

Cartago 4,930 

Heredia 3,786 

Alajuela a 3,001 

From the total of the population corresponding to each of the prov- 
inces, according to the division previously made, the number of inhabi- 
tants is as follows : 

San Jos^ 64,000 

Alajuela 51,000 

Cartago 34,000 

Heredia 29,500 

Guanacaste 16,000 

Puntarenas 8,500 

Limon 2,000 

The principal products of Oosta Eica consist in coffee, dye and cab- 
inet woods, bananas and other fruits, hides, skins, mother-of-pearl, 
sarsaparilla, cocoa-nuts, etc. 

The value of the importations of foreign merchandise in 1888 amounted 
to $5,203,000, corresponding to an average of $25.30 for every inhabitant; 
and the exportations during the same year were $5,714,000, or an aver- 
age of $27.87 per capita. 

Of the value of the importations, those from the United States rep- 
resent a sum of $1,794,000, equal to about 33^ per cent, of the whole 
importations ; and the value of the exportations to the United States 
was $2,077,000, or about 36J per cent, of the total value of the exported 
products. 

The importations from the United States to Oosta Eica consist mainly 
in cotton goods, tools, machinery, and provisions. The exportations 
from the latter to the former are principally coffee, fruits, hides, skins, 
and India rubber. 

The national revenues in 1888 amounted to $3,687,595, a sum which, 
divided among the population according to the calculation made, gives 
an approximate contribution of $18 per inhabitant. 

The roads in Oosta Eica are national and municipal. The national 
are those which communicate with the principal centers of population, 
and the latter with the ports of entry. Their construction and mainte- 
nance are paid out of appropriations made by the state, and for this 
reason are controlled by the Minister of Fomento. The municipal roads 
are those which connect the smaller populations with the larger ones 
or with the principal cities, and extend their branches in every inhabited 
or producing locality. These roads, for the most part, are splendidly 
built, and would be thought admirable everywhere. 



38 INTERNATIONAL AMERICAN CONFERENCE. 

The cities of Cartago, San Jos6, Heredia, and Alajuela, besides their 
extensive and contiguous roads and national highways, connect with 
each other by railroad, and the trains, at present, make three regular 
daily trips between the 28 miles which separate the former from the 
latter cities. 

The railroad called the Atlantic line, starts westward from Port Li- 
mon and arrives at Reventazon, thence branches off in two directions, 
one southwest, to connect with the Central Railroad running between 
Cartago and Alajuela already referred to; and the other, going north- 
west, crosses the fertile plains of Santa Clara and, for the present, ter- 
minates at Carillo. The plain of Santa Clara contains a great number 
of valuable banana plantations, stock farms, etc.; the same can be said 
of the Valley of Matina, west of it, and the favorable locality for the 
cultivation of cacao, which produces a crop of excellent quality. 

The length of the railroad from Limon to Cartago is 95 miles, and 
from Limon to Carillo about 72 miles, due, in both cases, to the sin- 
uosities of the ground near the ascent toward the interior. 

From Cartago to Puntarenas, on the Pacific, there is a magnificent 
national highway, very uneven at the part crossing the summit of the 
mountain of Aguacate, but which continues in that direction for the 
purpose of maintaining easy communications with the rich gold and 
silver mines that are exploited in that mountain so favored with great 
mineral wealth. The height of the summit of that mountain, where 
the road referred to crosses it, is 4,132 feet above sea-level. There is 
between Alauela and Puntarenas quite a number of small popula 
tions, and, among them, three important towns, such as Atenas, situated 
at 2,380 feet above the sea ; San Mateo, at 1,050 feet, and Esparta, at 
718 feet. 

Fipm Esparta to Puntarenas, besides the highway the first sectioD 
of 14 miles of the railroad of the Pacific line has been constructed and 
is now in operation. 

From Esparta to San Mateo the distance will be 12 miles ] the samv 
from San Mateo to Atenas, and from Atenas to Alajuela. The totai 
number of miles of the highway from the latter city to the above-men- 
tioned port is over 50 miles long on account of the uneven road across 
the mountains. 

There is another highway which had been very important for the com- 
munications with Limon by the railroad ending at Carillo. It is the one 
starting from San Jos6 in the direction of La Palma, crosses that height 
at 5,000 feet above the sea, and descends to Carillo, which is only 1,400 
feet high. That highway is 25 miles long, and it must be observed 
that in a distance of 17J miles separating the two places referred to 
the difference of the level between both is 3,600 feet. 

There was always a project of an interoceanic railroad. The na- 
tional congress made an appropriation of $25,000 for a final survey of 
the part to be built between Alajuela and Esparta, and the Govern- 



INTERNATIONAL AMERICAN CONFERENCE. 39 

nient received proposals for its construction. It is also intended to 
build a branch to the port of Tivives, though not a port of entry, but 
which could be made one, owing to its excellent conditions of security 
and for its facilities. 

A new railroad is nearly completed, which is to run across the regions 
of the country that excite the most the desires of the settlers on account 
of the great abundance of beautiful cabinet woods, dye-woods, and 
timber to be found in those localities, as well as for the richness of the 
soil for agricultural pursuits. That line is to start from Jimenez, on the 
Atlantic Eailroad, nearly 10° 10' north latitude, and 83<3 45' west longi- 
tude, Greenwich meridian ; taking a north -northwest direction, it will 
cross the Sarapiqui River at the point called El Muelle, or at another 
more or less immediate ; thence taking a northwest direction it will 
continue to the Frio River at its entrance on the Nicaraguan territory. 

This new road will open, as already stated, one of the richest regions 
of the country, and though the hope that the interoceanic canal may 
be constructed within a few years, or that the realization of that great 
enterprise may be delayed longer, the railway from Jimenez to Frio 
River will give life to and develop many important undertakings. Even 
supposing that the lands should not be, as they are in reality, adapted 
to every kind of cultivation, the fact alone of facilitating the exploita- 
tion of the forests which, to-day, contain an immense amount of India 
rubber and other trees of different species, as already said, would justify 
the efforts made by the Government for the construction of the line 
alluded to. 

Upon the accompanying map has been marked, in black, the proba- 
ble direction which the said railroad shall follow. Its length will be 
about 80 or 90 miles from its starting-point. 

The land commuoication with Nicaragua begins at a place called La 
Barranca, close by Esparza; crosses the entire Province of Guanacaste, 
a distance of 90 or 100 miles, and, though in the dry season the traflSiC 
is made by carts, during the rainy one it can only be carried by means 
of beasts of burden, owing to the even surface of the road, which does 
not give to the waters a sufficient incline to run off, nor absorb them 
quickly enough to make it passable. 

In a southwest direction, starting from Oandelaria, south of San Jos6, 
and partly following the Pacific coast, there is a bridle-path that passes 
through the land occ ipied by the native population of Terraba and 
Boruca, and ends on the Colombian frontier. The length of that path, 
crossing through places almost depopulated, added to the facilities of 
communication by steam with Panama, causes the traffic to be made by 
sea to Colombia instead of by the road referred to. 

There is a path which starts from Angostura, east of Oartago, and 
leads to the localities southeast of the territory inhabited by the In- 
dians of Talamanca, who use it only on account of its being more easy 
^nd accessible to those distant regions by way of Limon and Puerto 



40 INTERNATIONAL AMERICAN CONFERENCE. 

Viejo (Old Harbor), being near that point, and with which they com- 
municate by a bridle path. 

The distance of the railroad from the Atlantic to the frontier of Co- 
lombia, can be calculated at 120 miles in a direct line ; but, were it 
a question of a railroad between both places, the length could not be 
estimated at less than 150 miles, owing to the configuration of the land 
and to the consequent deviation from the straight line. 

PROJECT OF A RAILROAD THROUGH THE LENGTH OF THE COUNTRY. 

From the preceding remarks, it is clearly seen that the railways con- 
structed in Costa Eica follow a transversal direction from the one to be 
taken by the projected line lengthwise of the continent, and that only 
the road from Jimenez to the Frio Kiver could form a part of that 
great line if, touching it on the Costa Rican territory on the northern 
frontier, it was directed or laid toward the Frio Eiver ; but, as the 
railway system in Nicaragua tends toward Granada, it can not be indif- 
ferent to that republic to connect the city of Rivas with that railroad, 
it is natural to suppose that, in such a case, the line would reach Costa 
Eica west of the Lake of Nicaragua, and the track run south, more or 
less parallel with the shore of said lake and join the road of Jimenez 
to the Frio Eiver. 

But leaving the latter supposition and taking for granted that from 
the northern shore of the above mentioned lake, the railroad shall pass 
south of Costa Eica, that Eepublic would see with great interest the 
intercontinental road cross the territory of Guatusos to its connection 
with the Jimenez and Frio Eiver line branch, already referred to, on ac- 
count of the immense advantages to be derived from the opening o^ 
these extensive and rich lands. Besides the economy of construction, 
the enterprise would find ample means of sustenance, according to the 
natural features of the soil, all offering every desirable condition as to 
the cost, as well as to the interests it would develop. 

The extension of that part of the road, about 60 or 65 miles, would 
give an impulse to all the natural resources, as well as to a thousand 
various undertakings that would be started, not only on the plains of 
Guatusos, but also on those of San Carlos, to which would be added the 
movement of the great interests already existing in the region of Santa 
Clara. By that connection, the expenses of the construction of about 
80 miles of the proposed transcontinental railway would be more 
economical. 

Supposing the above idea be accepted, and establishing Matina as 
the starting point south, the southeast line would extend about 120 
miles toward the frontier of Colombia and pass through very fertile 
lands, where there is an abundance of timber, brush-woods, etc., and a 
great variety of minerals. It results, therefore, that the railroad from 
the limit of Nicaragua, following the Atlantic coast to the frontier of 



INTERNATIONAL OIEKICAN CONFERENCE. 41 

Colombia, would cross the territory of Costa Eica on a line of about 200 
or 220 miles long. 

A similar project, to be realized on the Pacific side, would include 
something like 50 miles more than the preceding one ; that is to say. 
between 250 and 260 miles in length, and much nearer to the Pacific 
coast, so aa to follow it almost on a parallel line, but it would not pass 
through such rich localities, nor offer such a bright future like those 
above mentioned. 

I considered proper to transmit to you the data contained in this com- 
munication, bearing upon the topography of the country, so as to convey 
an idea of the position of the Cordilleras and principal mountains, in 
order that their configuration may be well understood ; and by this 
means help to decide upon the most convenient line for the projected 
transcontinental railroad passing through the Costa Rican territory. 
In the same manner I have thought useful to furnish the statistics in 
khis report, as they indicate with sufiicient correctness the resources 
upon which the Eepublic relies to day. From them, therefore, it will 
be easy to judge of the development they would receive in a given time, 
impelled forward by an enterprise of such magnitude. In regard lo the 
position of the existing railroad lines, the accompanying map will help 
to show it. 

There remains but one more observation, and it refers to the number 
of inhabitants in Costa Rica, which has been calculated upon the most 
exact figures furnished by the Bureau of Statistics ; and, as you are 
well aware in making a census there are often many errors, owing 
sometimes to unavoidable omissions, that of Costa Rica, beiug made 
quite a long time ago, does not contain the indigenous population ; 
nor has another edition been published for some years past to make the 
necessary corrections. For this reason the actual population is estimated 
at not less than 225,000 inhabitants, according to the opinion of various 
writers well acquainted with the country ; still, it ought to be estimated 
higher if the relation which always exists between the total of inhabit- 
ants and the number of soldiers and that of children attending schools 
is taken into consideration. 

In the hope that what precedes will prove of some use to you, I have 
the honor to be, sir, 

Respectfully, your obedient servant, 

Manuel Abag6n. 
Hon. Sr. Don Juan F. Velarde, 
Delegate from Bolivia to the 

International American Congress, present. 



Washington, January 13, 1890. 
Sir : In answer to your favor of the 7th instant, I have a great pleas- 
are in transmitting herewith the information you were pleased to in- 



42 INTEKNATIONAL AMERICAN CONFERENCE. 

dicate, thus sai^plementing that contained in my communication of the 
5th instant. 

The cost of constructing railroads in Costa Rica varies, of course, 
according to the conditions of the lands they have to pass through, the 
value of private property to be expropriated, and the topographical diffi- 
culties to overcome in different places; but judging from past experi- 
ence the highest cost could be estimated, at the most, between $60,000 
and $70,000 per mile, equipped with its corresponding rolling-stock, 
m achine shops, and other necessary appurtenances . It m ust be observed 
that the present lines cross the Cordillera, and that until now none has 
been constructed running parallel to it. 

The general traffic at the ports of the Republic, taking as a basis the 
quantity of imported merchandise and exported products, not only 
in the rough weight, but also in the bulk or capacity as when re- 
ceived on board the vessels, could be estimated at 66,500 tons, and 
the traffic of the interior, though its importance is not entered on the 
official records, could be put at 40,700 tons. 

About 50,000 tons of the general traffic are carried by the Atlantic 
Railroad, and should it increase in proportion to the progressive de- 
velopment of the country during the past five years it can be expected 
that within the same lapse of time it will augment at least 40 per cent, 
of its actual importance. 

The freight per ton by the line above mentioned is $17 in American 
gold. 

The earnings from the freight and passengers deducted from the 
corresponding expenses give an annual profit of over 10 per cent, on 
the invested capital. 

I have the honor to remain, sir, your obedient servant, 

Manuel Arag6h. 

Hon. Sr. Dn. Juan F. Velarde, 

Delegate from Bolivia to the 

International American Congress, present. 



THE RAILROADS OF ECUADOR 



REPORT OF MR. J, M. F. CAAMANO. 

My Very Distinguished Friend and Colleague : 

In accordance with your request that the various Delegates compos- 
ing the Committee on Railroads furnish some data relative to railroads 
in their respective countries, I have the honor to give the following : 

The construction of railroads in Ecuador began in 1872 under the ad- 
ministration of Mr. Garcia Moreno by commencing the road of Tagua- 
chi, to place the coast provinces in connection with the capital of the 
Eepubl ic and the provinces to the east and north of Guayaquil. Various 
difiSculties made this work slow, and during said administration up to 
1875 about 70 kilometers, to a point called " Barraganetal," were built. 
Afterwards, during the administration of Presidents Barrero and Vein- 
timilla, the same line was extended to the vicinity of the Chimbo Eiver 
that marks the limits of the coast lands and the beginning of the Cordil- 
leras of the Andes. Later on, and under the administration of the under- 
signed, work was renewed on the line from February, 1884, to June, 
1888, by virtue of a contract entered into with Mr. Marcus J. Kelly and 
by the executive power, and apj)roved by Congress in 1885 ^ according 
to which, 82 additional kilometers were to be constructed from Chimbo 
to Sibambe. 

The contractor has encountered many obstacles, the principal one 
being lack of laborers ; for Ecuador has only a population of 1,500,000 
inhabitants ; and as the agricultural industry absorbs most of the work- 
men, it is difl&cult to find any considerable number of hands. At the 
commencement, the contractor associated with him some Guayaquil- 
ian capitalists, and with them secured a loan in Europe ; but this loan 
has not proved sufficient, and to-day they are making arrangements 
to overcome all obstacles and finish the contract. The road being once 
finished to Sibambe, and the serious difficulty of passing over the west- 
ern range of the Cordillera surmounted, the prolongation of the line 
some 300 kilometers, more or less, to the caijital is very practicable. 

A syndicate of European capitalists have made a proposal to the Gov- 
ernment, which, among other things, contemplates the finishing of the 
railroad alluded to, not only to the capital but to Ybarra, an important 
city situated about 90 miles to the north of Quito. 

It is not possible for me to assure you that this proposed plan will be 
realized j but I know that the President, devotedly interested in the 
progress of the country, has called an extra session of Congress that 

43 



44 INTEKNATIONAli AMERICAN CONFERENCE. 

will assemble on the ISth of May and will interest itself principally in 
this matter. 

From Sibambe to Quito and thence to Ybarra this line will encounter 
less difficulties to construct; because in the provinces of the interior 
the climate is healthy, and it is easy to obtain workmen. Moreover, 
wages are very low, and the railroad can take in its line some sections 
of a wagon road we have, having a length of some 200 kilometers. This 
wagon road, on account of its width, accommodation, and one hundred and 
sixteen bridges (among them are trae works of art), it can be said, is one of 
the best roads in the world. There are a number of contractors ready to 
undertake the construction of a road from Sibambe to Quito, and I have 
no doubt but that a contract will be made before the conclusion of the 
year. Tbis line would open up a wide field for the development of fer- 
tile lands, and very rich are those lying between the two ranges of the 
Cordilleras. This section is the center of a population noted for agri- 
cultural pursuits, and comprising such towns as Alausi, Chimbo, Guar- 
anda, Eiobamba, Guano, Oolta, Ambato, Pelileo, Patate, Pillaro, San 
Miguel, Satacunga, Machachi, ChillQ, Quito, Cotocollas, Pomasqui, 
Puembo, Tumbaco, Otavalo, and Ybarra. 

There are about 100 kilometers of railroad constructed up to date in 
this line, the most important of all. 

Between Chimbo and Sibambe the greatest difficulty is encountered 
in constructing the railroad of the south ; because there must be passed 
over a great part of the western chain of the Andes, and the road must 
climb up to an elevation of 3,000 meters in a distance of about 50 kilo- 
meters; for which it has been necessary to attain a grade of 82, cross- 
ing over enormous precipices, rocks, and wide rivers. This accounts for 
the slowness in carrying on such a collossal work that rivals or exceeds, 
perhaps, the road built on the lands of Oroya in Peru. 

In order to comprehend the magnitude of those obstacles, it is suf- 
ficient to state that the contract with Mr. Kelly was fixed at $145,000 
per league, and this sum, although seemingly high, does not cover the 
expenses of construction, according to documents and publications I 
have among my papers. 

On the 9th, of April, 1884, the Ecuadorian Congress made a law 
authorizing the executive power to appropriate $300,000 for the con- 
struction of a railroad of Manabi, a province of the Pacific coast, and 
in August, 1887, a contract was made with Mr. Ignacia Palao to con- 
struct said line, which to-day is being built, with strong subsidies 
which the Government gives, and a loan obtained from European capi- 
talists. This road commences from the bay of Caraquez, and crosses a 
region of exhuberant fertility, and has but little obstacles along the 
jjroposed route. The length of the road will be 400 kilometers, more or 
less, and connects the rich and industrious province of Manibi with the 
capital of the Eepublic. 

The province of Rios, Guayas, and Esmeraldas are washed by a net- 



INTERNATIONAL AMERICAN CONFERENCE. 45 

work of large and small rivers, the greater part of them navigable ; and 
their valuable products are carried by a large number of steamers that 
ascend these rivers to points that seem almost inaccessible. The laws 
of the country that open np the country and give facilities have served as 
a stimulus for various companies ; and these, due to keen competition, 
have so lowered the rates on freight and passengers as to come within 
reach of all ; thus giving an accommodating, quick, and cheap service. 
Notwithstanding this condition of affairs, a contract was awarded to 
Mr. Joseph Theakston to build railroads in the province of Eios in order 
to give a greater facility of communications, and for the transportation 
of fruits, among them being that of cacao, which in this province alone 
amounts to some millions annually. 

In March, 1884, another concession was given to Mr. Antonio Meina to 
build a railroad between the cities of Machala and Oueoca, and which is 
about 180 kilometers in lengtli. To-day, this contract is in the hands 
of the family of Mr. Juan B. Ddvilla, whose heirs are endeavoring to 
arrange amicably the difficulties that had arisen, due to the recent de- 
mise of the contractor. This line shall pass through Azogues and join 
the three provinces of Ora, Oanar, and Azuay In May of the same 
year, a concession was also made to Messrs. Mufioz and Wilczynska for 
the construction of another line between Santa Rosa and Zaruma, dis- 
tricts in the province of Oro. The length of this road. is only 40 kilo- 
meters, but it runs through the rich mineral districts of Zaruma whose 
ore is of high fineness, and employs the work of a multitude of mining 
enterprises that are constantly being established with native and foreign 
capital, under the sanction of the most liberal mining laws, that I had 
the satisfaction to approve in August, 188G. 

About the middle of the year 1887 a contract was made with Mr. 
Marcus J. Kelly to establish a railroad between Duran and Yaguachi. 
It is about 22 kilometers long. It is finished and in running operation, 
costing 1650,000. 

In the same year Mr. Francisco Wyte Wiswell made a contract to 
build a railroad between Ybarra and Pailon, in the province of Esmer- 
aldas. This road is from 110 to 125 kilometers long ; and if it should 
be built, or better, I should say, when it is built, will give an outlet for 
the valuable products of the provinces of Ymbabura and Carchi that are 
situated on the boundaries of Colombia. 

As a counterbalance to the material obstacles that the accidents of 
the land in Ecuador present for the construction of railroads, we have, 
on the other hand, the advantages that our forests abound in indestruct- 
able woods for railroad ties and other things ; that the narrow-gauge 
system is adopted, and that in our contracts we cede lands of the first 
quality and large area, and that our laws accord protection and privi 
leges of positive importance. 

The present epoch of peace that the country enjoys, the path of prog- 
ress that its able ruler follows, and the foreign credit which undoubtr 



46 INTERNATIONAL AMERICAN CONFERENCE. 

edly shall remain solidiied by tlie legislature, which for that object is 
going to assemble, leads us to hope with foundation that the public 
works initiated by the preceding administration will be carried out and 
new ones inaugurated in accordance with the demands of the present 
century, in which the prosperity of the people spreads itself on wings 
of electricity and carries forward its march by means of railroads. 
Your obedient servant and friend, 

J. M. P. Caamano. 

Hon. Mr. J. F. Yelaede. 




SEx../^vr.....51 1 



THE RAILWAYS OF GUATEMALA. 



report of fernando cruz, delegate from guatemala. 
Memorandum of Railroads in the Eepublic of Guatemala. 

There are only two lines constructed and in actual operation in Guate- 
mala : that which starts from the capital and terminates at the port of 
San Jos6, and that which connects the city of Retalhuleu with the port of 
Champerico. The first is 70 miles long, and is owned by a North Amer- 
ican syndicate. Negotiations are now pending looking to its purchase 
by the Government. The extent of the second is 27 miles; it belongs to 
Guatemalan capitalists. 

Some time since a contract was made for a branch line, which, start- 
ing from Old Guatemala, would unite with the aforementioned lines. 
The company commenced the work, but it is now paralyzed. 

The greatest work which the Eepublic has in view is the construc- 
tion of the Northern Railroad, which will begin at the capital and end 
at the Bay of Santo Tomas on the Atlantic, crossing through extensive 
territories, fertile and rich in natural products, and providing the im- 
portant cities and agricultural centers of the country with a natural 
road, short and cheap, for the commerce of Europe and the United 
States. This line, connecting with that from Guatemala to San Jos6, 
will constitute a great interoceanic road. Its total cost is calculated at 
from $8,000,000 to $9,000,000. The Government has already contracted 
with a French syndicate for its construction, but it is not yet known if 
this syndicate can carry out its agreements. 

The Northern Railway constructed, its most important branches will 
be to Santa Ana, in the Republic of Salvador, furnishing an outlet by 
the Atlantic for the fruits which that country produces ; to Mazate- 
nango or Retalhuleu, in the western district, to connect the most valu- 
able agricultural belts of the Republic with the interoceanic line ; to 
Uoban, on the northern coast, an important coffee center ; and to the 
cyapitals of the eastern districts. 

Other important lines would be those which should connect the Port 
of Ocos with the agricultural centers of Costa Grande, and Cuca, of 
Tumbador, and of San Marcos in the western districts. 

We might connect with Mexico by means of a railroad run by way of 
the Pacific coast to the frontier of both Republics. One which should 

47 



48 INTERNATIONAL AMEEICAN CONFERENCE. 

be built crossing the extensive and sterile districtiof Peten would be 
enormously expensive and of diflScult execution. 

A line which should connect us with the Eepublic of Honduras, be- 
sides being unprofitable, would be diflacult and costly. 

The other railroads which the country needs for its development are 
of less importance than those here indicated. 

Fernando Cruz. 



THE RAILWAYS OP HONDURAS. 



REPOBT OF JERONIMO ZELAYA, DELEGATE FBOM HONDURAS* 

Washington, D. C, January 12, 1890. 

Esteemed Colleague : It gives me pleasure to reply to your polite 
request by furnishiug you with information relative to Honduras de- 
sired by the Eailroad Committee, of which you are chairman. 

Honduras is situated between the thirteenth and sixteenth parallels 
of north latitude, having 250 miles of coast on the Atlantic, and 60 on 
the Pacific, with magnificent harbors on both oceans. Being favored 
with peculiar advantages for the construction of an interoceanic rail- 
road, gifted with a healthy climate, and possessing varied and abun- 
dant natural resources, it finds itself in circumstances exceptionally fav- 
orable for establishing with all the countries of America, and even with 
the whole world, a commerce of the greatest importance. 

Honduras is truly rich in useful and precious metals, in extensive and 
fertile farming lands, in lumber for building and cabinet work, and in 
textile and medicinal plants. 

The government of Honduras, being convinced that the best means 
for developing the country would be to traverse it by an interoceanic 
railroad, attempted its construction as much as thirty years ago. l^ot 
being able to organize a company in this country, it at length contracted 
in England a debt of $5,000,000 for the execution of a third part of 
the work, mortgaging the road itself and the government lands. lu 
October, 1868, the work was formally commenced at Puerto Cortez ; 
but scarcely had 50 miles of the road been laid, at a probable cost of 
a million and a half at the most, when Honduras, the victim of 
wretched management, found herself defrauded of the remaining mil- 
lions, and indebted without the power of prosecuting the work. Since 
then other endeavors have been made to arrange the debt in England, 
and secure the continuance of the railroad, but these efforts have been 
of little avail, and at the present date Honduras possesses only her 
hopes for the future and 38 miles of railroad in actual operation, since 
the remaining 12 miles became useless, owing to the destruction of an 
iron bridge over the Chamelicon Eiver, and to-day sleepers and rails 
lie buried beneath the grass. 

The interoceanic railroad projected between the Bay of Honduras, on 
the Atlantic, and the Bay of Ponseca, on the Pacific, will be 200 miles 

* Translation. 
8. Ex. 125 4 * 49 



50 INTERNATIONAL AM1ERICAN CONFERENCE. 

long, and have, at the center, a maximum elevation of 2,850 feet, or a 
grade of 29 feet to the mile, rather less than 1 in a 100. This favor- 
able circumstance is due to a break at this point in the Cordillera 
of the Andes, and to the fact that a chain of rich and fertile valleys ex- 
tends from north to south, thus materially facilitating the performance 
of the work, and insuring the success of the enterprise. 

The road is to-day in the hands of Mr. Kraft, of Puerto Cortez, who 
leased it from the goverment for thirty years, five of which have already 
passed. This gentleman keeps the existing lines in operation, and ob- 
tains from the traflBc between Puerto Cortez and San Pedro Sula a 
monthly return of about $1,250. In case of the organization of a com- 
pany to continue the road, Mr. Kraft will offer no objections. 

The diagrams, profiles, and other details relating to the road will be 
found explained in the work of G. S. Squier, entitled " Notes on Central 
America," and may perhaps be found also in the archives of the State 
Department. 

Another railroad from Puerto Cortez to Truxillo, 150 miles in length 
and parallel to the Atlantic coast, has been commenced on account of 
its obviously great importance to the development of the country. 
The principal objects of this road are the exploitation of valuable 
woods and the advancement of agricultural industry in the northern 
part of Honduras. For the construction of this road the government 
has made a liberal concession to Mr. S. B. McOonnico, general agent in 
New Orleans, of the Illinois Central. It is to be hoped that the con- 
cessionary will avail himself of this grant, and construct the road within 
the time specified. 

There is also a railroad projected, but not yet commenced, which is 
to unite the port of San Lorenzo, in Fonseca Bay, with Tegucigalpa, the 
capital and commercial and mining center of the Eepublic. This line 
will be over 100 miles in length, and, compared with those heretofore 
described, will be relatively costly. The annual imports and exports 
of Honduras are as follows : 

IMPOKTS. 

Packages. 

For the the Pacific, Port of Amapala (7,389,707 pounds) 59, 192 

For the Atlantic : 

Port of Cortez 31,899 

Roatan y Ulila (7,347,745 pounds) 16,580 

Trujillo '. 23,168 

Total 71,647 

EXPOKTS. 

For the Pacific $1,805,378.3? 

For the Atlantic 1,271, 114. 88 

Total 3 076,493.21 



INITERNATTONAL AMERICAN CONPEHENCE. 51 

Of whidi $1,500,000 are exported to the United States in silver and 
gold, and $1,000,000 in fruits, lumber, India rubber, and sarsaparilla. 

The maritime movement of the ports is as follows : In service on the 
Pacific, 11 steamers and 12 sailing vessels ; on the Atlantic, 34 steamers 
and 44 sailing vessels. 

Which figures, relating to the past fiscal year, clearly show that dur- 
ing the construction of the railroads above mentioned, and especially of 
the interoceanic one, a large traffic between the ports and the interior 
of the country would be developed, proportionate to the immense nat- 
ural wealth of the country, which is at present lying undeveloped. 

Moreover, it should be taken into consideration that once interoceanic 
communication is established across Honduras it would serve for gen- 
eral transportation, competing successfully with Panama, especially 
with places north of the equator, such as San Francisco and New Or- 
leans, or New York and San Francisco. 

Appended will be found a map of Honduras, which, although imijer- 
fect in detail, is sufficiently correct as a whole. There is not yet a 
complete map of the country drawn with scientific precision; but, hav- 
ing taken the limits of the coast from the United States hydrographic 
charts, and the border lines of the adjoining Republics, which have 
been well laid down, the details were filled in by means of observations 
made by experienced travelers. 

With expressions of sincere esteem, I am, your obedient, 

Jeronimo Zelaya. 

Hon. J. F. Yelarde, 

Delegate from Bolivia, and Chairman Committee on Railroads, 



THE RAILWAYS OF MEXICO. 



The Mexican system of railroads since the completion of a line from 
Vera Cruz to the City of Mexico, with a branch to the city of Puebla, 
has been greatly developed. The country is now pretty well inter- 
sected by railways, and their construction is being rapidly pushed for- 
ward. In a short time Mexico will possess a net- work of railroads that 
must materially develop her vast natural wealth. 

In 1879, there were only 372 miles of railway. From 1880 to 1884 the 
construction of new lines may be said to have been rather too rapid. In 
1883 the number of miles existing was a little over 2,800. 

In 1886 there were in operation about 3,725 miles of railroads. 

In 1887 there were open for traffic 3,870 miles besides 92 miles of city 
or suburban lines, altogether 3,9C2 miles. 

The Mexican minister, Senor Don Matias Romero, in a letter on the 
railroads of his country, dated April 30, 1890, says : 

The only data which I can give you on the subject is the inclosed list, showing the 
number of kilometers of each line constructed. The President in his address to the 
Congress on the Ist instant, stated that Mexico has 8,850 kilometers of railroads. 

All of the railway lines are subsidized, excepting the International Railroad. 

List of railroads in Mexico. 

Mexican Central Railroad (broad gauge) : Kilometers. 

Mexico to Paso del Norte 1,970 

Tampico to San Luis 442 

Silao to Guanajuato 23 

Soledad to San Luis ...^ 6 

San Luis to Guaristemba 25 

Aguas Calientes to San Luis 210 

Irapuato to Guadalajara 260 

Marques to Zimapan 24 

2,960 

Mexican National Railroad (narrow gauge) : 

Mexico City to Laredo 1,351 

Acambaro to Morelaia 92 

Morelia to Patzcuaro 62 

Mexico City to El Salto 67 

Manzanillo to Armeria 45 

Zacatecas to Ojo Caliente 47 

Matamoros to San Miguel 20 

1,684 

International Railroad, from Torreou to Piedras Negras (broad gauge) 017 

Mexican Railroad, Mexico City to Vera Cruz, and branches to Puebla and 

Jalapa, (broad gauge) 569 

Intercolonial Railroad (narrow gauge) -....» 623 

Tehuan tepee Railroad - 108 

62 



.INTEBNA.T10NAL A_MERICA.N CONPERET^ICE. 53 

Hidalgo Railroad IS? 

Gnaymas to Nogales 422 

Sinaloato Durango 62 

Salamanca to Valle de Santiago - 14 

Cordova to Tuxtepec : 37 

Monterey al Golfo "56 

Chihuahua to Parral • 5 

Potrero to Cedral ■ 20 

San Juan Bautista to Tamulta 3 

Toluca to San Juan 12 

Tlazcala to Santa Ana 8 

Tlalraanalco Railroad 20 

Tehuacan to Esperanza Railroad 50 

Vera Cruz to Alavarado 71 

Puebla to Izucar 46 

Calkini to Cainpeche 67 

Merida to Sotuta 54 

Merida to Calkini 52 

Merida to Progreeo 26 

Merida to Valladolid ^0 

Merida to Poto 75 

Maravatio to Iguala 45 

Tramways - - 584 

Cardenas to Rio Grijalva 8 

Orizaba to Igenio 5 

Chalchicomula Railroad - 10 

Total 8,850 

Washington, April 30, 1890. 

Report op Se^or General Enrique A. Mexia on the rail- 
roads OF Mexico. 

To the President of the Committee on Railroad Communication : 

Sir : The Mexican railroad system consists, to-day, of 8,850 kilometers 
completed and 2,79.'i kilometers in coarse of construction. Two inter- 
oceanic lines will shortly be finished, the interoceanic from Vera Cruz 
to Acapulco, and the Tehuautepec from Coatzacoalcos in the Gulf of 
Mexico to the Pacific Ocean. The latter line will be completely finished 
before the end of three months. The lines that can serve for the Con- 
tinental International Railroad are two: the Mexican International 
and Mexican Central. The former could be employed for trafl&c from 
all points between the Atlantic coast and the Rocky Mountains, and 
the latter for the traffic between the said mountains and the Pacific 
coast. These two lines unite in the Torreon, and come on only one 
line, the Mexican Central, to the city of Mexico. 

From the capital of Mexico the route along the Vera Cruz Railroad 
would be taken to a point called Esperanza and from there to Tehua- 
can, which is the terminus of the constructed lines ; and from thence 
che route would be taken that is in course of construction toward 
Oaxaca, Tehuantepec, and the Republic of Guatemala. 

E. A. Mexia. 
Washington, April 15, 1890. 



THE RAILROADS OF NliJARAGUA. 



MEMOBANDUM CONCEBNING THE RAILROADS IN NICARAGUA. 

There are at present in operation in Nicaragua about one hundred 
miles of railroad. 

The line is divided into two sections, which are called the Eastern 
and Western. They are separated by Lake Managua, the 24 miles of 
width of which are crossed by commodious steamers. 

The Western section, which was the first constructed, starts from the 
port of Corinto, on the Pacific, and terminates at Lake Managua, as 
above stated. On this line, which is 57^ miles in length, is a great 
bridge over the estuary or inlet of Paso Caballos, which is a notable 
piece of engineering. 

The Eastern section of the railroad goes from Managua, the capital 
of Nicaragua, to Grenada, a city situated on the great Lake Nicaragua. 
As this city is in direct and constant communication, by means of the 
the lake and the San Juan Kiver, with the port of San Juan del Norte, 
or G-reytown, on the Atlantic, it results that there exists across the 
territory of Nicaragua good and easy communication between the two 
oceans. 

The Nicaragua railroad is on the American system, and was con- 
structed exclusively with national capital, without aid from foreign 
funds. The road, as well as the rolling stock, is of the best quality. 
Although of small dimensions as yet, it is of the greatest utility to the 
country, for it brings in contact many of its principal commercial 
centers. 

In Nicaragua there is noted a great interest in the development of 
railway enterprises, and it is certain that before long the number of 
miles in operation will have increased considerably. 

As regards the connecting of the Nicaraguan railways with those 
which may be constructed in the neighboring republics, the work would 
present no difl&cult engineering feits as far as the topography of the 
country is concerned. 

H. GUZMJlN. 
54 



THE RAILWAYS OF PAEAGUAY. 



REPORT OF JOSJS S. DECOUD, DELEGATE FROM PARAGUAY* 

Washington, January 23, 1890. 
Distinguished Colleague : In reply to your esteemed favor of the 
7th instant, I have the honor to forward to you the information re- 
quested with respect to the railroads of Paraguay, together with a map 
of the Central Railroad and its connection with the Argentine system. 
In the report of the engineers, Bnrrell and Valpy, which I beg leave 
to append, you will find all the information I can ijrocure which would 
be suitable to your needs. 
With expressions of my most distinguished considerarion, I remain, 

Jos]& S. Decoud. 
Hon. Dr. Juan Feancisco Velarde, 

Chairman of the Committee on Railroads^ etc. 



Report of Messrs. Burreland Valpy, Ji. M. Inst., C. JEJ. of the Paraguay 
Central Railway, together loith estimate of the probable traffic that will 
be carried when line is completed through out.f 

This railway consists of three portions : 

Miles. 

(1) From the port of Asunoiou, the capital of Paraguay, to Paraguari, in 
operation 46 

(2) From Paraguari to Villa Rica, in operation 46 

(3) From Villa Rica to Villa EacarnacioD, to be constructed 136 

Total length of railway, about 228 

The first section, from Asuncion to Paraguari, was originally made 
3y the Government, and has been in operation many years. Although 
:his portion of the railway has been worked under great disadvantages, 
3specially as regards the inadequate supply of rolling-stock, its revenue 
has rapidly and continuously increased, as the returns below will show, 
taking 3s. as the average value of $1 : 





Gross re- 
ceipts. 


Gross re- 
ceipts per 
mile. ' 


1883 


jeiO, 675 
13, 267 
13, 95i 
19, 083 
24,103 


£237 


188i 


294 


18S5 


310 


1886 - 


423 


1887 


536 







55 



56 INTERN A.TIONAL AMEKICjLN CONFEKENCE. 

The working expenses have been riiduced from aUout 70 per cent, in 
1884 (they are not obtainable for 1883) to about 60 per cent, in 1887; 
the net revenues have consequently more than doubled in this period. 

It may confidently be expected that the results of the working of 1888, 
when known, will bear a favorable comparison with those of 1887, and 
as the new rolling-stock manufactured by Messrs. Krupp & Co. for the 
Government has recently been delivered in Asuncion, whilst in July, 
1887, Congress voted the sum of $150,000 for improvements on this sec- 
tion, there can be no doubt that the future returns of this portion of the 
railway will j^er se greatly exceed those obtained in the past. 

The second section, from Paraguari to Villa Eica, is already con- 
structed and equipped with the above-mentioned rolling-stock ; opened 
for traffic since January, 1890. 

The first and second sections together form a length of about 92 miles, 
and will connect Villa Eica, the second largest town in the country, and 
the center of a very rich district, with Asuncion. We anticipate there- 
fore a very considerable and more than proportionately increased traffic 
to accrue to the railway immediately on the opening of the second sec- 
tion, with a reduction in the rate of working expenses. 

From the surveys we have made of the extension from Villa Eica to 
Villa Encarnacion, we find that the line will be of easy construction 
owing to the comparatively level ground through which the railway will 
pass. 

The earth-work will be light, except near Villa Encarnacion, where 
somewhat heavier work will be encountered, and a careful and more 
detailed study of the ground will be required than we have yet had an 
opportunity of making in order to select the best line. 

The rivers to be crossed are not rapid and are of little depth, and all 
the bridge- work can be constructed with native timber, which is of a 
very suitable character. 

The gradients will be comparatively light and the curves easy on 
this section, as well as from Asuncion to Villa Eica, so that the work- 
ing expenses of the railway may fairly be expected to be low. 

The railway, when completed, will run throogh and open up some of the 
most fertile and populous portions of the country. It will terminate at 
the town of Villa Encarnacion, on the river Parana, opposite to the town 
of Posadas, the terminus of the Argentine Isortheastern Eailway, now 
under construction and, we understand, being ijushed forward rapidly. 

These railways, when completed, will form the future trunk line of 
the country, affording as they will do the shortest route to the sea- 
coast, with important intermediate connections, firstly via Brazil to Eio 
Grande do Sul, secondly via Uruguay to Monte Video, and thirdly via 
the Argentine Confederation to Concordia, or if certain projected rail- 
ways are constructed to Buenos Ayres itsel f. 

The line from Villa Eica to Encarnacion, passing as it does thxougli 



INTERNATIONAL AMEaiCAN CONPEKENCE. 57 

a fertile country, will secure a considerable traffic, which will in addition 
largely increase the traffic on the line from Villa Eica to Asuncion. 
The through, or international, traffic may also be expected to be large 
and to arise immediately on the completion of the railway. 

On a moderate basis we estimate that when the railway is opened 
throughout the gross traffic will amount, on the average, to £1,000 
per mile per annum, or a total of £228,000, and judging by comparison 
of other South American railways, a traffic of this amount should be 
worked at 50 per cent., giving a net revenue of £114,000 per annum. 

A considerable proportion of the country through which the railway 
passes consists of forest lands, comprising timber of valuable descrip- 
tion for house building, ship building, railway sleepers, etc., and it is 
expected that a large traffic will be derived from the carriage of timber 
from the ports at both ends of the line. The carriage of yerba mat6 and 
agricultural produce — e.g., tobacco, grain, oranges, etc. — should also 
yield a substantial income, whilst large numbers of horses and cattle 
are constantly being brought from the province of Corrientes to Encar- 
nacion, which should further add to the receipts. 
6 



THE RAILWAYS OP PERU. 



eepobt of f. c. c. zegabba, delegate from peru,* 

Legation of Peru 
IN THE United States of America, 

Washington^ January^ 1890. 
Sir: I have the honor to present to you the report solicited by the 
committee of which you are the worthy chairman. 

Appended to said report you will find a map of the Republic and a 
printed volume. 

I have- the honor to be, your very obedient servant, 

F. G. 0. Zegarea. 
Hon. Juan Francisgo Velarde, 

Chairman of the Committee on Railroad Communication. 



Data Furnished by the Peruvian Delegation to the Com- 
mittee ON Eailroad Communication.* 

No. 1. — Ma;p of the Eepublic. 

The Delegation has the honor to inclose a map which bears no title, 
but which, it believes, was copied from a work entitled : " Geographi- 
cal Atlas of Peru," by Dr. Don Mariano Felipe Paz-Soldan, and al- 
though it is to be hoped that in its draughting other previous maps have 
been consulted, the Delegation does not consider itself authorized to 
guarantee its scientific exactness. For this reason it deems it indispen- 
sable that other works should be consulted, and especially one entitled 
"El Peru," written by the naturalist Don Antonio Eaymondi, which 
contains abundant and important data relative to explorations, config- 
uration of the land, physical conditions, and other details necessary to 
obtain an idea of Peru. 

The delegation regrets not having at hand the said work, which 
might possibly be found in one of the many public libraries of Wash- 
ington. 

* Tratislation. 
58 



nSfTEKNATIONAL AMERICAN CONFERENCE. 59 

No. 2. — Railroad lines constructed cmd in operation, lines in course of 
construction, and lines projected, and lines which connect the neighbor- 
ing nations. 

The names of the lines, their length, and other details wiU be found 
in the accompanying collection of decrees and contracts. The lines 
actually in operation are the following : 

Kilometera. 

Callao to CMcla : 146 

Callao to Lima and Chorrilloa 27 

Lima to Ancon 

Lima to Magdalena 6 

Pisco to Yea -- - 74 

Cliimbote to Huaraz 70 

Payta toPitira and Catacaos 

Salaverry to Trujillo 7 

Pacasmayo to Yonan and Guadalupe 146 

Mollendo to Arequipa - 173 

Arequipa to Puno 370 

Juliaca to Santa Rosa 193 

Mineral del Cerro de Pasco 11 

The projected lines consist principally of the prolongation towards 
the interior of the country of some of the existing lines already men- 
tioned. No line exists connecting Peru with the neighboring nations, 
but an effort has been made to prolong the Puno line to Desaguadero 
in order to unite it with the railroad system projected in Bolivia. 

No. 3. — Cost of work done and projected. 

The cost of the work done will be found, for the most part, in the ac- 
companying volume. No estimate has been made of the projected work, 
because the Government is not responsible for its payment, but the syn- 
dicate of foreign stockholders under the clause of the last contract 
concluded in Lima, and it has not been considered necessary to specify 
in detail the value of work not yet commenced. 

No. 4. — Annual returns, traffic, and prospects. 

The returns from the lines actually in operation have only been sat- 
isfactory in the case of those completed, such as Lima to Callao and 
Chorrillos, Lima to Ghicla, and Mollendo to Puno. The others, in or- 
der to give any advantageous results, without dc4ibt need to be extended 
to their natural termini. This attained the interior development of the 
country will make a great and rapid advance ; the fountains of wealth 
existing in the Eepublic will be opened and what to-day remains inert 
for lack of cheap and regular outlet to the sea-coast will be developed. 
With this in view it is of the greatest interest for Peru to have railroad 
lines running either to the Atlantic or to the Pacific Ocean and it is 
evident that enterprises of this kind will be of incalculable utility. 



60 INTERNATIONAL AMERICAN CONPERENC ^. 

^o. 5. — FaciUtiea which the Government has offered <>r this cluss of work. 

It may be judged to what extent the GoveT"iiment of Peru is, on its 
part, inclined to facilitate the constructiori of railroad lines through its 
territory when the offers it has already made are borne in mind. 

Not long since it invited proposals for the construction of a railroad 
from Limo to Pisco, offering the following peiquisites : 

(1) Exemption of customs duties, during twenty years, on the material, 
fixed and rolling stock destined for the plant of the line ; 

(2) Authority of the Government to adjudicate to the manager 25,000 
hectares of vacant lands near the line, with the express condition that 
they shall be irrigated within five years 5 

(3) Exemption from military service in the army, during time of peace, 
for the employes and laborers on the railroad ; 

(4) Privilege of operating the road for twenty-five years ; and 

(5) The power to transfer the property of the line and its branches. 
In the contracts concluded lately with the foreign bondholders, whilst 

the power to operate the railroads constructed is given them, there is 
imposed upon them the obligation to extend these, and there is ceded 
to them : 

(1) All the disposable government lands necessary for the railroad 
lines, stations, depots, factories, and other dependencies without re- 
muneration whatever. 

(2) Exemption from government taxes during the period fixed for the 
construction and possession of the railroads ; and during the period of 
the enjoyment of the benefits derived therefrom, exemption from taxes 
on locomotives, rolling stock, rails, sleepers, and anthracite coal. 

(3) The right to navigate freely the interior lakes under the Peruvian 
flag. 



THE RAILWAYS OF SALVADOR. 



BEPOET OF JACINTO GA8TELLAN0S.* 

Washington, D. C, January 9, 1890. 
My Dear Sir and Distinouished Colleague : 

Replying to your favor of the 7th instant, which I had not received 
until to-day, I am sorry to inform you that I lack the documents neces- 
sary to give you information with respect to the plans and comj)utation8 
which may have been presented in Salvador for newly projected rail- 
roads ; and that the only data that is possible for me to give you touch- 
ing their actual state and the possibility of connecting them with the 
lines of the neighboring Republics of Guatemala and Honduras is is 
follows : 

A tramway 10^ miles in length unites the cities of San Salvador and 
Santa Tecla. 

A steam railway connects the port of Acajutla with the city of Son 
sonate, the distance being 21J miles. 

From that city the same line is extended to the interior of the Ee 
public to a point called Amate Marin, over a distance of 80f miles. 

Work is now progressing on the railroad from Amate Marin to the 
capital of the Republic, and once concluded, it will have an approxi- 
mate extent of 25 miles. 

There are two other lines of railways now projected, one to connect 
the rich city of Santa Ana with the port of Acajutla, joining it at the sta- 
tion of Armenia, between Sonsonate and San Salvador, and the other 
from the port of La Union to the city of San Miguel. For the building 
of the latter, a company is now being organized in London, and for the 
former there have been subscribed by the capitalists of the country 
about $300,000. 

I do not consider the union of the Salvador railroads with those of 
Guatemala and Honduras to be difficult, if these two republics carry their 
roads to the frontier ; for at any point thereon they could be joined to 
the existing roads. 

It is in the latter lines, to my mind, that the principal difficulties 
exist, because of the great extent of their territories. 

I am, sir, with every consideration, your very humble servant, 

Jacinto Castellanos. 

Mr Juan F. Yelarde, 

Delegate for Bolivia to the International American Conference, 

* Tranelation. 



THE RAJLT^AYS OF THE UNITED STATES. 



bepobt of henby g. davis and andrew carnegie, delegates 
from the united states, to the committee on railway com- 
munication of the international american conference.'' 

Washington, D. C, 

March 24, 1890. 

The attention of the people of the United States has been for years 
directed to the desirability of securing closer commercial relations with 
the states of Central and South America. 

For want of regular, quick, and economical transportation between 
these countries, trade is carried on almost wholly by way of Europe; 
mail matter, passengers, and goods are compelled to cross the Atlantic 
twice before reaching their destination. Although united geographi- 
cally, close commercial relations do not exist; neighbors though we 
are, yet for want of prompt and regular transportation facilities we are 
widely separated. 

That the trade with these countries is extensive is shown by the table 
on page 74. Spanish America has an area of 8,500,000 square miles, 
with about 50,000,000 inhabitants ; of this area a large part is unde- 
veloped, although immensely rich in mineral and agricultural resources, 
and yet the present trade amounts to about $900,000,000 yearly, about 
equally divided between imports and exports ; of this trade in 1889, 
$173,217,571, or one-fifth only, was with the United States, $122,014,137 
being imports and $51,203,434 exports. In other words, we buy from 
the Spanish American countries more than twice as much as we sell 
them. This should not, and need not, be. 

In 1887 Great Britain's trade with these countries amounted to about 
$176,208,000, of which $71,283,000 were imports and $104,925,000 ex- 
ports, or, in other words, Great Britain sells almost twice as much as it 
buys from them. 

The United States exported to Great Britain in 1889, $382,981,674, 
and imported from that country $178,269,067, less than one-half the 
exports. Why should our trade with Great Britain be so much in our 
favor, and that with Spanish-American countries the reverse, and 
Great Britain's trade with these countries be so much more favorable 
to it than our trade with them is to us ? 

We manufacture most of the articles used by them as cheaply as Great 
Britain, and many of these manufactured in the United States are shipped 

* Original. 
62 



INTERNATIONAL AMERICAN CONFERENCE. 63 

to Europe and then to Spanish America. Central and South America, 
have raw material which we need, and it may be said that the resources 
of these countries are almost undeveloped. There is a great field which 
if opened up to us must be immensely valuable. 

With quick and regular communication which Europe has enjoyed 
and we have not, she has more than successfully competed with us for 
the trade of these- countries ; but if rail communication were opened 
from the United States southward such would not be the case, as we 
should then have the advantage of connection by land which Europe 
could not obtain. This is proved by an examination of the effect of rail 
communication between the United States, Canada, and Mexico. 

The opening of direct rail communication between the United States 
and the city of Mexico took place in April, 1884. From that day it 
began to be felt that all influences and all other modes of communica- 
tion combined could not exert so powerful an effect in drawing these 
countries together and extending their trade. Special attention is 
called to the growth of traffic between the two republics since united 
by rail. 

From tables, pages 77, it is seen that whereas the traffic carried in 
cars or other land vehicles amounted to $2,164,414 in the year 1883, it 
reached $13,955,764 in 1889, increasing sixfold in six years. Nor has 
this remarkable increase been made by diverting trade from other land 
routes or from water transportation lines, for the total imports and ex- 
ports between the United States and Mexico (table 29, page 76) shows 
rapid and continuous development, the total of 1883 being $24,764,000, 
and that of 1889, $32,740,000. 

The influence of rail communication upon trade between the United 
States and British North American possessions is not less marked. 

In 1853 a railway was opened between Portland, Me. and Montreal. 
The year previous, 1852, shows imports into the United States from 
British North America, $5,469,000. These reached $43,000,000 in 1889. 
The exports from the United States in 1852 were only $13,993,000. In 
1889 they reached $57,412,000. It is to the railroads we owe the revo- 
lution which has taken place in the trade of these British possessions. 
In 1887 Canada exported to Great Britain $44,571,846 and imported 
$45,167,040, and in the same year exported to the United States 
$37,660,190 and imported $51,006,323, the total to and from Great 
Britain being $89,738,886, and the United States $88,666,513. 

In 1889 this was reversed. The United States now ranks first ; the 
proportion of Great Britain's trade to and trom being 44.44 per cent, 
of the whole, that of the United States 47.20, so decided is the effect 
of frequent and rapid intercommunication by rail over the slower and 
irregular mode by water. It is a significant fact that almost all the 
trade between these countries is transported by rail. Not one regular 
line of steam-ships plies between the United States and Canadian ports. 
These exhibits prove that the experience of the United States with rail- 
Tfaya within her own border is being repeated with lines in Canada and 



64 INTERNATIONAL AMERICAN CONFERENCE. 

Mexico, and, no doubt, "would be repeated upon international lines as 
these are constructed, and bind together the republics of America in 
their peaceful grasp. 

THE UNITED STATES RAILWAY SYSTEM. 

As far as the people of the United States are concerned, it unneces- 
sary for us to dwell upon the importance of our railway system, for 
no words of ours can adequately describe their universal apprecia- 
tion of the value of rapid railroad communication between all parts 
of the Eepublic. l^ot only are railways considered by them the first 
factor in our material development, but it is clearly seen that these alone 
have rendered development possible ; nor is this their most valuable 
service to the nation; for, unbound by these ribs of steel, the question 
of the future of the union between the States might give rise to serious 
foreboding, bound together as they are into one vast neighborhood 
the people of the various States, by frequenX change of residence, 
intermarriage, commercial relations, and constant communication, are 
fast becoming more and more of one national type, alike in thought, 
manner, and action. 

It may be well, however, for the benefit of those among our neigh- 
boring republics who have not yet fully entered upon the construction 
of railways to give a short history of our railway policy and its results. 
For this purpose we hav^e ava'iled ourselves freely of the services of 
Messrs. Taylor and Brock, the respective heads of the Eailway Bureau 
and of the Bureau of Statistics. 

.The United States possesses to-day nearly half the railway mileage 
of the world. At the close of the year 1889 there were 161,313 miles in 
operation, enough to make twelve steel girdles around the earth. Their 
cost has been fully eight thousand millions of dollars. Excepting agri- 
culture, the railway interest is the largest single interest in the country. 
It employs as wage-earners not less than two millions of people ; thus 
eight millions or more persons depend upon railways for their daily 
support. The development and prosperity of the country have been 
proportionate to the building of its railways. In the increase of popu- 
lation, business, and wealth, in the opening to settlement and commerce 
of new States and Territories, the railway has been the most potent 
factor. It touches every pursuit, whether of agriculture, manufactures, 
finance, commerce, or science. It is comparatively a short time since 
the settlement of the country bordering on the Mississippi River began. 
Prior to that, and before the era of railway building, settlements were 
few and small upon the shores of the lakes and the navigable rivers 
that then furnished means of transportation for the surplus products of 
the factory and farm. 

As fast as railways were constructed the adjacent country was rap- 
idly settled. Wherever a railway reached, supjjlying the necessary 
facilities of transportation, there hurried with eager steps labor and 
capital, seeking employment and investment. Forests were felled and 



INTERNATIONAL AMERICAN CONFERENCE. 65 

mines opened and contributed their wealth to the markets of the world. 
Yast prairies, inhabited only by Indians and wild beasts, where the 
yearly vegetation rotted upon the deepening- soil, when traversed by 
railways quickly sprang into active agricultural and commercial life. 
The touch of the plowshare brought abundant harvests, and villages 
and cities sprang into existence. 

To show the great importance of railways to the agricultural interests 
of the United States, Poor's Manual for 1889 says : 

Over ordinary earth roads wheat will bear transportation for a distance of only 
250 miles, when its value is $1.50 per bushel at the market. Indian corn will bear trans- 
portation only 125 miles, when its value is 75 cents per bushel. When grown at 
greater distances from market, these products, without railroads, have no commercial 
or exportable value. The railroads by transporting at one-twentieth the cost over 
earth roads give a marketable value to wheat grown 5,000 miles inland; to Indian 
corn grown 2,500 miles inland. Beyond a certain limit, consequently, these works 
are the sole inducement to the production of these staples in an amount greater than 
that necessary for consumption by the producer. Railroads are as much the condition of 
their production as the ship is for the production of wool in Australia. The effect of 
cheap production is well illustrated in the extraordinary increase in the production of 
wheat and corn in the Western States and the corresponding impulse given to the 
constrnction of railroads, the increased mileage of which has only kept pace with 
that of other industries. 

It is not, however, as potent agencies, foremost in stimulating the 
settlement and development of the resources of the country, that rail- 
ways perform their highest function, but, as has been before stated, 
they cement and tend to preserve the unity of the extended region over 
which the Eepublic holds sway. The building of the first Pacific rail- 
way was equally a military and a commercial necessity. Previous to the 
opening of rail communication, the Pacific coast had little in common 
with the Union. No sooner had the iron bands joined the agricultural 
regions of the Mississippi Valley and the manufacturing States of the 
East with it, than close business, social, and political relations sprang 
up between the two sections and bound them closely together. The in- 
timate social, political, and commercial relations which now so happily 
exist between all parts of our united country could never have been 
created without rail communication. 

The progress made in railway building in this country has been due 
largely to the liberality shown by local communities, the several States 
and the General Government toward railway enterprise. The Govern- 
ment has been prodigal in the bestowal of munificent grants of the pub- 
lic domain to aid the construction of railways, and in this regard has 
been wisely emulated by many of the States, which have given large 
tracts of their public lands to encourage the building of railways within 
their limits. In addition to large and numerous subsidies given by the 
General Government and the States to railway companies many coun- 
ties, towns, villages, and cities have voted sums in aid of railway con- 
struction. Communities that had no railway have eagerly pledged 
their credit to secure one, and those that have had one or more have 
often made liberal donations to secure competing lines. 
S. Ex. 125 5* 



ee 



INTERNATIONAL AMERICAN CONFERENCE. 



There is no room to doubt that this policy was wise. The value of 
every acre of land and every dollar in money contributed towardthe 
construction of railways has been repaid tenfold to the public in the 
added stimulus to business and increased value to property produced 
by cheaper transportation. Especially has this been true as regards 
the States and Territories of the West. There lay a region embracing 
more than half the area of the United States rich in natural resources, 
yet inaccessible, and heretofore practically valueless. Eailways alone 
could have made this latent wealth productive. So with our mineral 
wealth. Had not railways stimulated by public aid been constructed 
through the mineral regions of the country our mines must have re- 
mained unopened. 

Railway construction once begun in a country can stop only when all 
sections are supplied, for such are the advantages of railways to the sec- 
tions that construct them that all other sections must necessarily follow 
or become almost valueless. For this reason we find every part of our 
country either already supplied with railways or rapidly becoming so. 

Eailway management is constantly growing more broad, conserva- 
tive, and liberal ; excessive rates and unwarranted discrimination are 
being corrected by competition and forbidden by law. Rates by rail 
are now not infrequently as low as by water, a condition of things 
which, a few years ago, was not thought possible. Reference to the fol- 
lowing tables will show the great reductions in rates by rail which 
have taken place in recent years. It is believed that the minimum 
charges have not yet been reached. 

FREIGHT RATES. 

Annual average freight rates per bushel of wheat for transportation from Chicago to New 
York for each year from 1857 to 1888, inclusive. 



Calendar year. 



1857. 
1858. 
1859- 
1860. 
1861. 
1862. 
1863. 
1864. 
1865. 
1866. 
1867. 
1868. 
1869. 
1870. 
1871. 
1872. 
1873. 



Average rates 
per busliel. 



By lake 

and 
canaL* 



Cents. 
25.29 
16.28 
17.59 
24.83 
26.55 
26.33 
22.91 
28.36 
26.62 
29.61 
22.36 
22.79 
25. 12 
17.10 
20.24 
24.47 
19.19 



By lake 

and 
rail. 



Cents. 



22.0 
25.0 
22.0 
25.0 
28.0 
26.9 



By all 
rail. 



Cents. 



42.6 
35.1 
33.3 
31.0 
33.5 
33.2 



Calendar year. 



1874- 
1875. 
1876. 

1877. 
1878. 
1879. 
1880. 
1881. 
1882. 
1883. 
1884. 
1885. 
1886. 
1887. 
1888. 
1889. 



Average rates 


per bushel. 


By lake 


By lake 


and 


and 


canal.* 


rail. 


Cents. 


Cents. 


14.10 


16.9 


11.43 


14.6 


9.58 


11.8 


11.24 


15.8 


9.15 


11.4 


11.60 


13.3 


12.27 


15.7 


8.19 


10.4 


7.89 


10.9 


8.37 


11.5 


6.31 


9.95 


5.87 


9.02 


8.71 


12.00 


8.51 


12.00 


5.93 


11.00 


6.89 


t8.70 



By all 

rail. 



Cent*. 

28.7 

24.1 

16.5 

20.3 

17.7 

17.3 

19.9 

14.4 

14-6 

16.5 

13. 125 

14.00 

16.50 
tl6. 33 
tl4.50 

15.00 



•Including canal tolls until 1882, bat not Buffalo transfer charges. 

t Averages of oflacially published tariffs. The actaal cost of transportation -waij some-what less, as 
rates were tinsettled daring a considerable portion of each year, and grain was frequently taken at 
less than tariff rates. 

} ATsract of effloUIly psUishad tuUb. 



INTERNATIONAL. AMEBIC AN CONFERENCE. 



67 



Annual average freight rates on grain and flour from St. Louis to various points during 
each year from 1876 to 1888, inclusive. 

[Prepared by Mr. CTeorge H. Morgan, secretary Merchants' Exchange, St. Louis, Mo. J 



Calendar year. 



1876. 

1877. 
1878. 
1879. 
1880. 
1881. 
1882. 
1883. 
1884. 
1885 
1886. 
1887. 
1888. 
1889. 



To New Orleans by 
rirer. 



Grrainin 
sacks, per 
100 ponnds. 



Cents. 



21 

17i 

19 

19 

20 

20 

171 

14 

15 

16 

18 

15 

17 es 



Wheat in 
bulk by 

barges, per 
bushel.. 



Oentg. 



To Ne^r York by rail. 



Grain 
per 100 
ponnds. 



Oentg. 
39i 
41 
38 
32J 
42 
32 
29^ 
33 
26 
22^ 
29 
32| 
*29i 
t28i 



Flour per 
barrel. 



Cents. 
79 
82 
76 
67 
84 
64 
59 
66 
52 
44? 
58 
64J 
59 
58 



To Liverpool. 



Via New 

Orleans, 

■wheat per 

bushel. 



Cents. 



22f 

19/3 

14^ 

15^ 

16J 

141 

m 



Yia New 

York, 

wheat per 

bushel. 



Cehts. 



23i 

27 

21i 

20J 

24 

24t 

22^8 

24t% 



* These figures 29J represent published rates. At times during the year the rate was cut to 20 
cents, making the average rate on that basis, St. Louis to Liverpool via New York, as low as 17i cents 
per bushel. 

t On all grain, except com, on which the rate was 26 cents. 

Note 1.— In the normal condition of freight rates, the rate to Boston would be 5 cents per 100 pounds 
higher than to New York, to Philadelphia 2 cents per 100 pounds lower than to New York, and to 
Baltimore 3 cents per 100 pounds lower than to New York; but sometimes rates by these cities are 
independent of local rail rates. 

NOTB 2. — The rate on flour is always doable the rate on grain per 100 pounds. 

GRANTS TO RAILWAYS. 

On March 2, 1827, Congress granted to the State of Illinois lands to aid 
in the construction of a canal " to connect the waters of Illinois and Lake 
Michigan." Six years later, in 1833, Congress authorized the above 
grant to be diverted, and a railway constructed with the proceeds of 
said lands. This was the first land grant ever made by the Government 
to aid in the construction of a railway. 

The first important land- grand act passed was that of September 20, 
1850 : " An act granting the right of way and making a grant of Lmd 
to the States of Illinois, Mississippi and Alabama, in aid of the construc- 
tion of a railroad from Chicago to Mobile." This grant gave alternate 
sections of land (even numbered) for six sections in width on either 
side of the road and branches, making six sections, or 3,840 acres for 
every mile of road. In the case of this grant, as in the case of all those 
made subsequently, the law provided that the land within the limits 
of the grant not given to the railroad company, that is, every other 
section, should be doubled in price from $1.25 to $2.50 per acre. In 
this way, the Government received as much from the lands remaining 
within the limits of the grant, as it would have received from all the 



6S INTEENATIONAL AMERICAN CONFERENCE. 

lands 'lad no grant been made. The building of railroads rendered the 
lands salable ; whereas in most cases, if no railroads had been con- 
structed, the . ands would never have found purchasers, as they were 
of no value where facilities for the transportation of their product to 
market were not provided. 

Under an act passed June 10, 1852, entitled ''An act granting the right 
of way to the State of Missouri, and a portion of the public lands to aid 
in the construction of certain railroads in that State," the Hannibal and 
St. Joseph and the Missouri Pacific Railroads were built. 

June 29, 1854, a grant was made to the Territory of Minnesota for the 
purpose of aiding the construction of a railroad from the southern line 
to the eastern line. In 1856 a series of grants was made to Iowa and 
other States, to be used only to aid in the construction of railroads, 
which were in form and substance similar to the Missouri grant of June 
10, 1852. 

From 1850 to 1860 a strong sentiment arose favorable to the con- 
struction of a railroad to the Pacific coast. Congress, on July 1, 1862, 
enacted a law entitled "An act to aid in the construction of a railroad 
and telegraph line from the Missouri River to the Pacific Ocean, and to 
secure to the Government the use of the same for postal, military, and 
other purposes." This was the charter of the Union Pacific Railroad 
Company, which conferred certain privileges and made grants to sev- 
eral other railroad companies then existing under State charters. It 
empowered the Union Pacific Railroad Company " to lay out, locate, 
construct, furnish, maintain, and enjoy a continuous railroad and tele- 
graph, with the appurtenances, from a point on the one hundredth me- 
ridian of longitude west from Greenwich * * * to the western 
boundary of E"evada Territory," subject to the terms of the act. 

At the western boundary of Nevada it was to meet and connect with 
the line of the Central Pacific Railroad of California, a corporation then 
existing under the laws of that State which, by this act, was authorized 
to construct a railroad and telegraph line from the Pacific coast at or 
near San Francisco or the navigable waters of the Sacramento River 
to the eastern boundary of the State of California, upon the same terms 
and conditions in all respects as were provided for the Union Pacific 
Railroad Company, audit was further jirovided that the Central Pacific 
Railroad Company of California, after completing its line to the eastern 
boundary of California, should continue constructing eastward until it 
should meet and connect with the Union Pacific, and the whole line of 
railroad from the Missouri River to the Pacific Ocean was completed. 

Right of way was granted through the public lands to the extent of 
200 feet in width on each side of the track, and a grant of land amount- 
ing to five (increased to ten by the act of 1864) alternate sections per 
mile on each side of the road. In addition to the lands granted to aid in 
the construction of the Pacific roads mentioned, the act also provided for 
a Government subsidy of bonds equal to $16,000 per mile foi that per- 



INTERNATIONAL AMERICAN CONFERENCE. 69 

tion of the line between the Missouri Eiver and the base of the Kocky 
Mountains ; $48,000 per mile for a distance of 150 miles through the 
mountain range j $32,000 per mile for the distance intermediate between 
the Eocky and Sierra Nevada ranges, and $48,000 per mile for a dis- 
tance of 150 miles through the latter range of mountains. 

These bonds were in the nature of a loan of credit by the United States, 
and were at first made a first-mortgage lien on the whole line of rail- 
road and telegraph and all its appurtenances, but by section 10 of the 
act of 1864 they were made a. second mortgage or subordinate lien to 
bonds of the same tenor and amount which the respective companies 
were authorized to issue. 

The United States issued bonds to the amount of $27,236,512, and gave 
13,384,089 acres of land to the Union Pacific Eailroad Company. It 
also issued bonds to the amount of $6,300,000, and gave lands amount- 
ing to 8,174,000 acres to the Kansas Pacific Eailway Company. The 
Denver Pacific Eailway and Telegraph Company also received 1,355,292 
acres of land. On January 20, 1880, these roads were consolidated and 
formed the Union Pacific Eailway Company. It will be seen, therefore, 
that the Union Pacific Eailway Company has been loaned by the Govern- 
ment, in bonds, $33,536,512, and been given in lands, 22,913,381 acres. 
The Central Pacific Eailroad Company of California received in bonds 
$5,885,120, and was granted 9,440,000 acres of land. The Western Pa- 
cific Eailroad Company received bonds to the amount of $1,970,560 and 
its land grant amounted to 1,576,448 acres. June 23, 1870, the Central 
Pacific Eailroad Company of California and the Western Pacific Eail- 
road Company were consolidated under the name of the Central Pa- 
cific Eailroad Company ; this company has, therefore, been loaned in 
bonds, $27,885,680, and has been granted lands to the extent of 11,016,448 
acres. 

Previous to these grants the Government expended $440,000 in mak- 
ing preliminary surveys to determine the feasibility of building a line 
to the Pacific. 

In addition to the Government aid rendered to the railroads men- 
tioned, large grants of land have been bestowed upon other companies 
for the building of transcontinental and other railroads. 

The lands given by Congress to aid railway construction aggregated 
197,700,000 acres. Some of these grants have been forfeited and others 
reduced in various ways, but most of the lands have gone into the 
possession of the various companies. It is safe to say that these lands, 
after the building of the railways to which they were given had been 
completed, were worth, at a low estimate, from $3 to $5 per acre. In 
many cases where grants of timber lands were made, including tracts 
of pine, the value of the lands was greatly in excess of the figures 
given. Taking these figures as a safe basis, they show that Congress 
has donated for railroad purposes lanfts worth from $500,000,000 to 
$800,000,000, 



70 



INTEBNATIONAL AMERICAN CONFERENCE. 



Vast as is this snm, the statistics of the increase in the population, 
business, and wealth of the States and Territories in which these land- 
grant roads have been built prove that its bestowal was wise. 

The policy pursued by the people toward railway development has 
always been of the most generous and helpful character. It is specially 
gratifying that vast as have been the grants and concessions by the 
National Government, States, and communities, yet the returns made by 
the railways to the national unity, growth, and well-being, have far ex- 
ceeded the expectations of the most sanguine, and that the Government 
will not be called upon to lose one dollar of any of its pecuniary ad- 
vances or upon any of its guaranties, all the assisted lines being amply 
able to meet such obligations from their own revenues. 



RAILWAY CONSTEUOTION. 

Sixty years ago there were but 23 miles of railroad in the United 
States. In the next thirty years about 30,000 miles were built. In the 
last thirty years over 130,000 miles have been built. The figures which 
we give below as to the railroad-building, as well as to the growth of 
the States named in population, products, and wealth, date trom 1860, 
a period of thirty years. The first few years following 1860, it must be 
remembered, were the years of the civil war, when progress in railway- 
building, as well as in many other public and private enterprises, was 
greatly retarded or entirely suspended. 

Bailway mileage of the United States. 



T«ar. 



1860. 
1865. 
1870. 
1875. 
1880. 



Built dur- 
ing the 
year. 



Mile*. 
1,846 
1,177 
6,070 
1,711 
6,712 



Total 
operated 
at ^d of 

year. 



Mile*. 
30,635 
35, 085 
52, 914 
74,096 
93, 296 



Year. 



1885. 
1886. 
1887. 
1888. 
1889. 



Built dur- 
ing the 
year. 



Miles. 
2,930 
8,100 
12, 872 
7,001 
5,231 



Total 
operated 
at end of 

year. 



Miles. 
128, 309 
136, 419 
149, 281 
156, 082 
161,313 



To piove that the aid rendered railways was wisely bestowed, it is 
only necessary to consider the increase in population and wealth di- 
rectly attributable to their construction. It must be borne in mind 
that most of the railways receiving public assistance could not have 
been constructed at aU, or that their construction would at least have 
been long delayed, unless thus fostered. Many of these roads were 
constructed before the business of the sections they traverse appeared 
to require them. 

The policy was to build through sparsely populated or altogether un- 
settled regions in the belief that railways would induce settlement and 
create business. This has proved to be the case. Settlements have 
rapidly followed the building of every railway. No matter how wild 
and unproductive the country through which it passed, sooner or later 
it developed remunerative traffic for itsel£ 



INTERNATIONAL AMERICAN CONPERENCK 71 

The figures emphasize the facts more strongly than anything that can 
be said relating to the wonderful growth which has followed rail- 
way facilities. We have selected a few of the States and given figures 
showing the number of miles of railway built, and their increase in 
population, products, manufactures, and wealth since 1860. (See page 78.) 

The reader will search the history of the world in vain for such a 
record of growth as these figures show, and which the railway system 
alone has rendered possible. 

SUMMARY. 

The following summary shows the mileage of road, equiijment, stock, 
bonds, and other liabilities ; also earnings and traffic statistics of all the 
railways in the United States for the year 1888 : 

Miles. 

Mileage of railways, 1888 156,082 

Double track, sidings, etc 37,225 

Total track 193,307 

Locomotives 29,398 

Cars : 

Passenger 21,425 

Baggage, mail, etc 6,827 

Freight.-..' 1,005,116 

Capital stock $4,438,411,342 

Bonded debt $4,624,035,023 

Other liabilities $544,040,944 

Passengers carried 451,353,655 

Tons of freight moved 589,398,317 

Earnings : 

Passenger $251,356,167 

Freight 639,200,723 

Miscellaneous 60,065,118 

Total earnings 950,622,008 

RAIL OOMMTJNIOATION BETWEEN THE THREE AMERICAS. 

Examination of the subject of continuous rail communication be- 
tween South and Central America, Mexico, and the United States is 
most encouraging. Judged by what has already been accomplished, 
the task can not be deemed stupendous. In opening railways between 
the Atlantic and Pacific Oceans, the United States, Canada, and other 
countries have performed works of equal or greater magnitude than 
will probably be required to establish unbroken railway communication 
with all the Eepublics south of us. 

The building of the Baltimore and Ohio and the Pennsylvania Eail- 
ways over the Allegheny Mountains were greater undertakings than 
that of an intercontinental railway would be now. 

The most difficult portions of a railway to South America will not 
exceed those of the Mexican Railway from Vera Cruz to the City of 
Mexico, or those of the Panama Eailway across the Isthmus, 



72 INTEENATIONAL AMERICAN CONFERENCE. 

Much has already been accomplished in the different Spanish- Amer- 
ican countries in building parts of the proposed through line, which, 
when combined, will reduce the entire work and distance almost one- 
half ; so that not only can continuous railway commuuication with those 
countries be considered feasible, but also that it is on a fair way to be 
realized. The situation at present stands thus : 

The railways of the United States, from all points east and west, con- 
nect with the railways of Mexico upon the border of the two countries 
at El Paso, 2,456 miles from New York, 1,286 miles from San Fran- 
cisco, and 1,642 miles from Chicago ; at Eagle Pass, 2,083 miles from 
New York, 1,819 from San Francisco, and 1,380 miles from Chicago ; 
and at Laredo, 2,187 miles from New York and 1,316 miles from Chicago, 
Hence to the City of Mexico there are two rail routes : that from El 
Paso via the Mexican Central, 1,224 miles ; that from Laredo via the 
Mexican National, 839 miles, making the distance from New York via 
El Paso 3,680 miles, from San Francisco 2,510 miles, and from New 
York via Laredo 3,026 miles. A line is in operation 183 miles south of 
the City of Mexico, and a concession has been granted for its extension 
585 miles to the borders of Guatemala. Surveys are being made along 
the route, and it is believed that the construction will be completed at 
no distant day. We are informed that a survey is also being made for 
the connection of the Mexican line with the city of Guatemala, which 
will carry the line 120 miles further south, and leave only 60 miles to 
reach the northern border of Salvador. In Salvador a line has been 
projected through that state about 170 miles. To carry the line through 
Honduras in order to reach the nearest point of the Nicaraguan railway 
system is only about 90 miles, and this system, consisting of two sec- 
tions of 58 miles and 32 miles in length, can be incorporated into the 
through line by uniting these two sections by a new line of about 35 
miles. Through Honduras, Nicaragua, and Costa Eica the country is 
reported of a character very favorable to railway construction. 

From the southern terminus of the Nicaraguan system to the bound- 
ary of Costa Eica and through Costa Eica to its railway, of which about 
35 miles may be used in the through line, is about 210 miles. We are 
informed that a syndicate has acquired a concession and will build a 
line to connect with the railway already constructed. About 75 miles 
of this may be utilized, thus lessening by so much the distance to be 
constructed by the through line. 

From the southern terminus of the Costa Eica Eailway, the Atlantic 
coast may be followed to the northern border of South America, a dis- 
tance of about 130 miles. 

Thus to carry communication through Central America from the city 
of Mexico requires about 1,700 miles of railway, of which 295 miles are 
already constructed and in operation, about 780 miles are being con- 
structed and surveyed, leaving 625 miles still to be located. 

In the extreme south the railways of the Argentine Eepublic conneot 



INTERNATIONAL AMERICAN CONFERENCE. 73 

with those of Chili, Uruguay, and Brazil, and extend northward to 
within 120 miles of the Bolivian frontier and are rapidly being pushed 
further. Concessions have been granted for the continuation of these 
lines, or rather for the building of a line to connect with them, and with 
the railways of Bolivia and Peru, which when completed will afford 
communication as far north as Cuzco in Peru, about 2,190 miles from 
Buenos Ayres. 

Beyond this, northward to the boundary of Central America, little has 
been done toward an intercontinental line. Should it be located along 
the Central Plateau in the heart of the Andes, then a line which has been 
projected north and south 151 miles iu Ecuador might be used, in addi- 
tion to about 30 miles to be built in Peru near Cerro de Pasco. A French 
syndicate is also endeavoring to secure a concession in Colombia to build 
a line from Bogota to Cartagena, and are said to have the capital to 
construct it ; but it may be. said that nothing has really been done, and 
especially so if the intercontinental line should be located on the east- 
ern slopes of the Andes, through that rich but almost unknown coun- 
try of the headwaters of the Amazon. From Cuzco in Peru to the rail- 
ways of Costa Eica, about 2,300 miles, is found the one long link which 
the intercontinental line will be called upon to construct. 

From the southern terminus of the railroads now in operation in 
Mexico to the northern terminus of the Argentine system is estimated 
at 4,900 miles. In this distance 230 miles are now in operation which 
may be utilized in the through line; of the remaining distance, about 
1,800 miles are already under survey and construction, which when com- 
pleted will leave about 2,890 miles to be located and constructed, in 
order to complete the line that will eventually unite the republics of 
the Western Hemisphere. 

The distance between New York and San Francisco by the shortest 
rail route is 3,207 miles. 

From every point of view, it seems clear to us that immediate steps 
should be taken to ascertain whether the acquisition of advantages of 
such transcendant importance as direct and unbroken rail transporta- 
tion would give to all the republics of this continent, are really within 
our reach by any reasonable expenditure, or by the granting of reason- 
able concessions to capitalists who would undertake the construction 
and operation of the necessary railway, and give satisfactory security 
for the fulfillment of their engagement. 

We strongly recommend to the International Conference that pro- 
vision should be made for the appointment of an International Commis- 
sion of Engineers, to make the necessary surveys and report upon the 
entire subject at the earliest possible date. We are of opinion that 
our Government will cooperate with the other republics in this matter, 
for its policy in the past has shown it to be most liberal in aiding, by 
grants of land and of money, all enterprises for the impiovement of 
means of communication, nor has this policy been confined to entey- 

7 " 



74 



INTERNATIONAL AMERICAN CONFERENCE. 



prises entirely iu our own territory, for the problem of iuteroceanic 
communication across the Isthmus of Panama, and through Central 
America, has received attention and obtained aid as early as 1834. 

When the recommendations of this proposed commission are sub- 
mitted to the various governments, they can then confer as to the best 
means of securing the union of the three Americas by unbroken and 
direct rail communications. 

We must believe that a work which would confer such manifold ad- 
vantages to all the countries interested, would so strongly commend 
itself as to induce them promptly to give it such encouragement and to 
take such measures as will lead to its early completion. 

Area, population, exports, imports, and miles of railway in the Spanish- American countries 

and the United States. 



Conntries. 



Area (sq. 
miles). 



Population. 



Tear. Number. 



Exports. 



Tear, 



Total. 



To the 

United States 

in 1889. 



Argentine Republic 

Bolivia 

Brazil 

CMli 

Colombia 

Costa Bica 

Ecuador 

Guatemala 

Honduras 

Mexico 

Nicaragua 

Paraguay 

Peru 

Salvador 

Uruguay 

Venezuela 

United States 

Central America (includes British 

Honduras) - . 

South America (includes Guiana 

and the Falkland Islands) 

Total of Mexico, Central and South 

America 



1, 125, 086 

772, 548 

3, 119, 764 

293, 970 

504, 773 

23, 000 

248, 370 

41, 830 

47, 090 

751, 479 

49, 500 

142, 916 

463, 747 

7,225 

72, 175 

394, 374 

8, 581, 000 

175, 045 

7, 546, 158 

8, 492, 682 



1887 
1882 
1888 
1885 
1881 
1883 
1885 
1888 
1887 
1882 
1883 
1886 
1876 
1888 
1887 
1886 



3, 894, 955 

1, 182, 279 

14, 002, 335 

2, 527, 320 

3, 878, 600 
203, 780 

1, 004, 651 

1, 427, 116 
351, 700 

10, 447, 984 
275, 815 
263, 751 

2, 621, 844 
664, 513 
651, 112 

2, 198, 320 



1887 
1885 
1887 
1887 
1887 
1887 
1887 
1887 
1887 
1888 
1886 
1886 
1884 
1887 
1887 
1886 
1889 



2, 950, 376 
32, 583, 757 
45, 982, 116 



$113, 244, 801 

9, 745, 000 

143, 903, 651 

57, 194, 709 

10, 037, 295 

4, 667, 422 
7, 356, 868 
7, 044, 498 
1, 296, 000 

38,619,867 
1, 770, 413 
1, 535, 272 

5, 785, 920 
5, 101, 143 

27, 373, 172 
15, 884, 728 
742, 401, 375 

20, 902, 102 

373, 718, 387 

433, 235, 356 



$5, 454, 618 

2,136 

60, 403, 804 

2, 622, 625 

4, 263, 519 

1, 442, 365 

695, 005 

2, 346, 685 

1, 215, 561 

21,253,601 

1, 747, 246 

None. 

814,032 

1, 662, 162 

2, 986, 964 
10, 392, 569 



8, 625, 484 
92, 135, 052 
122, 014, 137 



Conntries. 



Imports. 



Tear. 



Total. 



From the 

United States 

in 1889. 



Miles of 

railway, 

1889. 



Argentrae Republic. 

Bolivia 

Brazil 

Chili 

Colombia 

Costa Rica 

Ecuador 

Guatemala 

Honduras 

Mexico 

Nicaragua 

Paraguay 



Peru. 

Salvador 

Uruguay 

Venezuela 

United States 

Central America (includes British Honduras) 

South America (includes Guiana and the Falkland Isl'ds). 
Total of Mexico, Central and South America 



$81, 467, 056 
6, 820, 000 

114, 335, 667 
52, 667, 831 
6, 339, 379 

4, 200, 919 
8, 333, 254 

5, 312. 160 
1, 215, 000 

43, 380, 000 

1, 062, 040 

1, 399, 777 

8, 044, 069 

3, 186, 798 

29, 950, 402 

12, 053, 502 

745, 131, 552 

15, 800, 285 

364, 838, 005 

424, 018, 290 



$9, 293, 856 

6,838 

9, 531, 081 

2, 927, 794 

3, 821, 017 
983, 164 
756, 211 
994, 701 
637, 175 

11, 486, 896 

1, 009, 687 

None. 

780, 835 

701, 196 

2, 192, 848 

- 3, 738, 901 



4, 032. 5 
106.2 

5, 260. 5 
1, 759. 9 

226 
110.5 

40 
103. 05 

69 
5, 021. 66 

90 

92 
1, 037. 01 

32 
400 
196 



4, 695, 521 
35, 021, 017 
51, 203, 434 



372. 05 
13, 170. 02 
18,563.91 



INTERNATIONAL AMERICAN CONFERENCE. 



75 



I. — Total values of vierchandise imported into the United States from the British Korth 
American Possessions and of merchayidise imported from the United States into and en- 
tered for consumption in the British North American Possessions during each year from 
1850 to 1889, inclusive (see Note 5). 



Tears. 



Imports iuto the 

United States 

from the British 

North American 

Possession. 



Imports into the 
British North 

American Posses- 
sions from the 
United States. 



Excess of imports 

into the United 

States. 



Excess of imports 

into the British 

North American 

Possessions. 



1850. 
1851. 
1852. 
1853* 
1854. 
1855. 
1856. 
1857. 
1858. 
1859. 
1860 
1861. 
1862. 
1863. 
1864 
1865 
1866, 
1867. 
1868. 
1869 
1870 
1871 
1872, 
1873 
1874 
1875 
1876 
1877 
1878 
1879, 
1880 
1881 
1882 
1883 
1884 
1885 
1886 
1887 
1888 
1889 



$5, 179, 500 

5, 279, 718 

5, 469, 445 

6, 527, 559 

8, 784, 412 

15, 118, 289 

21, 276, 614 

22, 108, 916 

15, 784, 836 

19, 287, 565 

23, 572, 796 

22, 724, 489 

18, 515, 685 

17,191,217 

29, 608, 736 

33, 264, 403 

48, 528, 628 

25, 044, 005 

26, 261, 378 
29, 293, 766 
36, 265, 328 

32, 542, 137 
36, 346, 930 
37, 649, 532 
34, 365, 961 

28, 270, 926 

29, 010, 251 
24, 277, 378 
25, 357, 802 
26, 133, 554 

33, 214, 340 

38, 041, 947 
51, 113, 475 
44, 740, 876 

39, 015, 840 
36, 960, 541 
37, 496, 338 
38, 015, 584 
43,064,123 
43, 009, 473 



$11, 
14, 
13, 
19, 
26, 
34, 
35, 
27, 
22, 
26, 
25, 
28, 
30, 
29, 
7, 
27, 
27, 
25, 
22, 
21, 
21, 
27, 
33, 
47, 
53, 
50, 
45, 
53; 
50. 
45, 
41, 
50, 
55, 
65, 
59, 
53, 
49, 
51, 
54, 
57, 



$5, 995, 245 
20, 622, 644 

"'3,'6i7,'i43' 

7, 613, 704 

14, 395, 881 

5, 356, 551 

2, 604, 935 



$6, 429, 141 

8, 984, 033 

8, 524, 125 

12, 917, 919 

17, 330, 720 

19, 243, 899 

14, 488, 366 

5, 679, 322 

6, 426, 001 

7, 474, 053 

2, 298, 603 

5, 796, 246 

11, 857, 527 

12, 489, 738 



195, 454 



9, 573, 639 
19, 064, 463 
22, 049, 067 
16,491,950 
29, 246, 6:i 
24, 966, 321 

19, 063, 047 
8, 712, 223 

12, 913, 978 
4, 157, 105 

20, 278, 057 
20, 830, 128 
16, 437, 067 
12, 276, 894 
13, 921, 466 
11, 622, 038 
14, 403, 414 



NOTES. 



1. Al l of the above data are given for years ending June 30, except that the imports into the British 
Possessions from 1850 to 1863 are for calendar years, and those for 1864 are for the six months ending 
June 30. 

2. The imports into the British Possessions from 1850 to 1867 comprise the imports into the provinces 
of Quebec and Ontario, as taken from the Canadian accounts, plus the exports to the other provinces 
of the present Dominion, as taken from the United States accounts; the imports into the British Pos- 
sessions for the remaining years are taken exclusively from the Canadian accounts, with the following 
additions from the United States accounts, viz: 1868, exports to British Columbia, $1,178,813; 1869, 
exports from Minnesota, $182,682; 1870, exports from Minnesota, $172,210; 1873 to 1889, exports from 
the United States to Newfoundland and Labrador. The accounts of these exports, which were exclu- 
sively by water, are reliable. 

3. The imports into the United States for 1864 and from 1868 to 1887 include the imports from all 
British North American Possessions. 

4. For the gradual formation of the present Dominion of Canada, see Statement No. 4. 

5. The imports into the British North American Possessions from 1850 to 1875 inclusive are the im- 
ports entered for consumption, and those from 1876 to 1889 inclusive are the general imports of mer- 
chandise. 

* Railway communication, Atlantic and St. Lawrence and Grand Trunk KaUroad, established be- 
treen the Uait«d States and Canada (between Moutreal and Portland, Me.) in 1853. 



76 



INTERNATIONAL AMERICAN CONFERENCE. 



II.— -Imports and exports of merchandise into and from the United States from and to Mex- 
ico, Central America, the West Indies, and South America during the years 1821, 1830, 
1840, 1850, 1860, and from 1866 to 1889 inclusive. 

TRADE WITH MEXICO. 



Tears ending- 



Export to 



Domestic, a 



Foreign. 



Total. 



Imports 
from. 



Total imports 
and exports. 



September 30— 

1821 

1830 

1840 

Jane 30 — 

1850 

1860 

1866 

1867 

1868 

1869 

1870 

1871 

1872 , 

1873 

1874 

1875 

1876 

1877 

1878 , 

1879 

1880 

1881 

1882 

1883 , 

1884 , 

1885 

1886 

1887 , 

1888 

1889 



(b) 

$985, 764 
969, 938 

1, 498, 791 

3, 309, 379 
3, 701, 599 

4, 823, 614 
5, 048, 420 

3, 835, 699 

4, 544, 745 

5, 044, 033 
3, 420, 658 

3, 941, 019 

4, 016, 148 
3, 872, 004 
4, 700, 978 
4, 503, 802 

5, 811, 429 
5, 400, 380 

6, 065, 974 
9, 198, 077 

13, 324, 505 

14, 870, 992 
11, 089, 603 

7, 370, 599 
6, 856, 077 
7, 267, 129 
9, 242, 188 

10, 886, 288 



(6) 
$3, 851, 694 
1, 545, 403 

514, 036 

2, 015, 334 

871, 619 

572, 182 

1, 392, 919 

1, 047, 408 

1, 314, 955 

2, 668, 080 
2, 122, 931 
2, 323, 882 
1, 930, 691 
1, 865, 278 
1, 499, 594 
1, 389, 692 
1, 649, 275 
1, 351, 864 
1, 800, 519 

1, 973, 161 
2, 158, 077 

2, 216, 628 
1, 614, 689 

970, 185 
881,646 
692, 428 
655, 584 
600, 608 



(6) 
$4. 837, 458 
2, 515, 341 

2, 012, 827 
5, 324. 713 

4, 573, 218 

5, 395, 796 

6, 441, 839 

4, 883, 107 
6, 859, 700 
7, 612, 113 
5, 543, 589 

6, 264, 901 

5, 946, 839 
5, 737, 282 
6, 200, 572 

5, 893, 494 

7, 460, 704 

6, 752, 244 
7, 866, 493 

11, 171, 238 
15, 482, 582 
16, 587, 620 
12, 704, 292 

8, 340, 784 

7, 737, 623 
7, 959, 557 

9, 897, 772 
11, 486, 896 



(6) 

$531, 525 
716,109 

675, 200 
1, 903, 431 
1, 726, 092 
1, 071, 936 
1, 590, 667 

2. 336. 164 
2, 715, 665 

3, 209, 688 

4, 002, 920 

4. 276. 165 

4, 346, 364 

5, 174, 594 
5, 150, 572 

5, 204, 264 
5, 251, 602 

6, 493, 221 
7, 209, 593 

8, 317, 802 
8, 461, 899 
8, 177, 123 
9, 016, 486 

9, 267, 021 
10, 687, 972 
14, 719, 840 
17, 329, 889 
21, 263, 601 



(b) 
$5, 368, 983 
3, 231, 450 

2, 688, 027 

"i 228, 144 

6, 299, 310 

6, 467, 732 

8, 032, 006 

7, 219, 271 

8, 575, 365 

10, 821, 801 

9, 546, 509 

10, 541, 066 

10, 293, 203 

10, 911, 876 

11, 351, 144 
11, 097, 758 
12, 712, 206 

12, 245, 465 
15, 076, 086 
19, 489, 040 
23, 944, 481 
24, 764, 743 

21, 720, 778 
17, 607, 805 
18, 425, 595 

22, 679, 397 
27, 227, 661 
32, 740, 497 



a In the absence of law providing for the collection of statistics of exports to adjacent foreign terri- 
tory over railways, the values of exports to Mexico since 1883 have been considerably understated. 
According to the official information from Mexican sources the value of imports into that country 
rom the United States during the year ending June 30,1888, was $19,264,673, including precious metals 
valued at $38,362. 

Railway connection established between the United States and Mexico April 10, 1884. (See Table 

in.) 

bNot an independent country in 1821. 

III. — Values of msrchandise and of gold and silver coin and bullion imported into and ex- 
ported from the United States from and to Mexico during each year ending June 30 from 
1880 to 1889 inclusive, and exhibiting the values of imports and exports by land separately 
by customs districts, and the total values of the imports and exports by water. 

MERCHANDISE. 







Carried 


in cars and other land vehicles. 




Years ending June 30— 


Corpus Clifisti. 


Paso del Norte. 


SalTzria. 




Imports. 


Exports. 


Imports. 


Exports. 


Imports. 


Experts. 


1880 


$453, 876 
495,816 
345, 374 
658, 194 
490, 290 
756, 975 
953, 184 
905, 627 
750, 258 
1, 510, 479 


$643, 294 
664, 180 
2, 049, 696 
],983,2!i4 
1, 626, 377 
1. 154, 233 
1,011,196 
1, 050,-«70 
1,704,086 
2, 119, 386 


$196, 804 

216, 566 

154, 973 

325, 950 

797, 907 

1, 058, 960 

1, 837, 396 

3,5,T1,664 

4,141,534 

5, 115, 051 




$93, 989 
106, 878 
131, 849 
100, 084 
161, 617 
232, 277 
417, 168 
210,210 
489, 207 
1, 175, 832 


$340, 348 
175, 991 
145 191 


1881 




1882 


$192, 379 

1,162,861 

962, 453 

332, 935 

51, 940 

40, 909 

32, 242 

30, 651 


1883 


850, 159 
891, 800 
372, 231 
145 532 


1884 


1885 


1886.. 


1887 


762, 669 


1888 


1, 022, 688 
1, 472, 078 


1889 





INTERNATIONAL AMERICAK CONFERENCE. 



77 



///. — Value of merchandise and of gold and silver coin and iullion, etc. — Continued. 
MERCHii-NDISE— Continned. 







Carried 


in cars and other land vehicles. 


V 


Years ending June 30— 


San Diego. 


Other porta. 


Total. 




Imports. 


Exports. 


Imports. 


Exports. 


Impo$t8. 


Exports. 


1880 


$34, 559 
52, 269 
49, 294 
55, 762 

122, 962 
61, 912 
88, 320 
83, 950 

135, 484 

164, 611 


$14, 488 
46, 441 
42, 933 

101, 402 
70, 813 
62, 241 
68, 990 
89, 337 

114, 353 

192, 928 




$35, 847 
77, F07 
4,780 

219, 317 
44, 354 
59, 531 

409, 559 
98, 498 
74, 403 
79, 909 


• $779,228 

871, 529 

681, 490 

1, 259, 353 

1, 585, 595 

2, 670, 364 
3, 623, 539 
5, 00'^ 721 
5, 829, 812 
8, 341, 557 


$1, 033, 977 
964,419 

2, 434, 979 
4, 317, 023 

3, 595, 797 
1,981 171 


1881 




1882 




1883 


$119, 363 
12, 759 
566, 240 
327, 471 
271, 270 
313, 239 
375, 584 


1884 


1885 


1886 

1887 


1, 687, a? 

2, 042, 283 

2, 947, 672 

3, 894, 852 


1888 


1889 





Tears ending Jane 30— 


Carried in vessels. 


* Total. 


Total 
imports and 




Imports. 


Exports. 


Imports, 


Exports, a 


exports. 


1880 


$6, 430, 365 
7, 446, 273 
7, 780, 409 

6, 917, 770 

7, 430, 891 

6, 590, 657 

7, 064, 433 
9, 717, 119 

11, 500, 077 
12, 912, 044 


$6, 832, 516 
10, 206, 819 
13, 047, 603 
12, 270, .597 
9, 108, 495 
6, 359, 613 

6, 050, 406 
5, 917, 274 
6,950,100 

7, 592, 044 


$7, 209, 593 
8, 317, 802 

8, 461, 889 
8, 177, 123 

9, 016, 486 
9, 267, 021 

10, 687, 972 
14, 719, 840 
17, 329, 889 
21, 253, 601 


$7, 866, 493 


$15, 076, 086 
19, 489, 040 

23, 944, 481 

24, 764, 748 
21 720 778 


1881 


1882 


15, 482, 582 

16, 587, 620 
12, 70-1, 292 

8, :i40, 784 
7, 737, 623 
7, 959, 557 

9, 897, 772 
11, 486, 896 


1883 


1884 


1885 


17 607 805 


18'i6 


18, 425, 595 
22, 679, 397 
27 227 661 


1887 


18S8 


1889 


32,740 497 







a See note to Table II. 
COIN AND BULLION. 





Carried in cars and other land vehicles. 


Years ending June 30— 


Corpus Christi. 


Paso del Norte. 


Saluria. 




Imports. 


Exports. 


Imports. 


Exports. 


Imports. 


Exports. 


1880 


$130, 167 
169, 435 
323, 091 
1, 036, 995 
1, 350, 835 
781, 103 
725, 863 
698, 904 
491, 866 
513, 927 




$487, 078 

425, 097 

313, 753 

1, 076, 606 

2, 946, 736 

9,418,959 

12,585,015 

10, 598, 215 

10, 225, 041 

13, 103, 596 




$5, 46! 

12, 027 

8,988 

823 

38, 348 
5,956 
9,136 

22, 373 

21, 548 
338, 241 




1881 , 








1882 






$8, 762 
20, 478 
112 248 


1883 


$22, 950 
875 
37, 818 
90, 979 
23, 767 
32, 687 
10,318 




1884 




1885 






1886 






1887 




163 200 


1888 




242, 146 
51 565 


1889 













Carried in cars and other land vehicles. 


Tears ending June 30 — 


San Diego. 


Other ports. 


* Total. 


• 


Imports. 


Exports. 


Imports. 


Exports. 


Imports. 


Exports, 


1880 










$622, 706 

606, 559 

645, 832 

2, 162, 414 

4, 335, 919 

10, 206, 018 
13, 320, 014 

11, 319, 492 
10, 738, 455 
13, 955, 764 




1881 












1882 










$8, 762 
43 4'8 


1883 






$47, 990 




1884 








113 123 


1885 










37, 818 

90, 979 

186, 967 

274, 833 

61, 883 


1880. 










1887 










1888 










1889 





















78 



INTERNATIONAL AMERICAN CONFERENCE. 



III. — Values of merchandise and of gold and silver coin a:id bullion, etc. — Continued. 
COIN AJH) BTJLLIOK— Continried. 



Tears ending Jane 30— 


Carried in vessels. 


Total. 


Total 
imports and 




Imports. 


Exports. 


Imports. 


Exports. 


exports. 


1880 


$8,493,118 
8, 529, 765 
5, 986, 106 
7, 620, 572 
8, 679, 982 
4, 713, 593 
3, 615, 382 
3, 536, 273 
3, 294, 182 
3,601,484 


|3, 371 

1,500 

9,684 

53, 536 

222, 512 
41, 588 
19, 056 
92, 845 
44,575 

114, 733 


$9, 115, 824 

9, 136, 324 

6, 631, 938 

9, 782, 986 

13, 015, 901 

14, 919, 611 

16, 935, 396 
14, 855, 765 
14, 032, 637 

17, 557, 248 


$3, 371 
1,500 

18, 446 

96,964 
335, 635 

79, 406 
110, 035 
279, 812 
319, 408 
176, 616 


$9,119,195 


1881 


9, 137, 824 


1882 


6, 650, 384 


1883 


9, 879, 950 


1884 


13, 351, 536 


1885 


14, 999, 017 


1886 


17, 045, 431 


1887 


15, 135, 577 


1888 


14, 352, 045 


1889 


17, 733, 864 







* See remarkable development of traflSc in consequence of railway communication, established April, 
1884. 

RAILWAY CONSTRUCTION AS BEARING UPON POPULATION, WEALTH, 

AND DEVELOPMENT. 

The miles of railway, population, and farming products are given up 
to 1889. The miles of railway are exact. The population given is from 
estimates made in the Census Office, and the products are from reports 
to the Agricultural Department. The statistics of manufactures and 
wealth are taken from the Census reports of 1880, and to these figures 
we have added for the increase since 1880 amounts equal to the in- 
crease shown between 1870 and 1880. It is certain that the forthcoming 
census of the present year will show figures greatly in excess of those 
we have given. 

One of the greatest industries of the country, that of mining, which 
has developed perhaps more rapidly than any other, shows almost fabu- 
lous proportions in some sections we have omitted entirely, as we have 
been unable to find reliable statistics of the mining interests by States- 

Railways, population, and wealth. 





Hallways. 


Population. 


Wealth. 


Arkansas (area, 53,850 square miles): 

1860 

1870 


Miles. 

38 

256 

854 

2,046 

2,008 

23 

925 

2,220 

4,126 

4,103 

2,790 
4,823 
7,851 
9,900 
7,110 


435, 450 
484, 471 
802, 525 
1, 140, 000 
706, 550 

379, 994 
560, 247 
864, 694 

1, 350, 000 
970, 006 

1, 171, 951 

2, 539, 891 

3, 077, 871 
3, 750, 000 
2, 578, 049 

107, 206 

364, 399 

996, 096 

1, 518, 000 

1,410,794 


$219, 256, 000 
156, 394, 000 


1880 


246, 000, 000 


1888 


336, 000, 000 


Increase 1888 over 1860 


116, 744, 000 


California (area, 158, 360 square miles); 

I860. . 


207, 874, 613 


1870 


638, 767, 017 


1880 


1,430,*00,000 


1888 


2, 220, 000, 000 


Increase 1888 over 1860 


2, 012, 125, 387 


Illinois (area, 56,650 square miles): 

1860 


871, 864, 282 


1870 

1880 


2,121,680,579 
3, 092, 000 000 


1888 


4, 070, 000, 000 


Increase 1 888 over 1860 

Kansas (area, 82,080 square miles): 

1860 


3, 198, 139, 718 
31, 327, 895 


1870 


1,501 
3,400 
8,755 
8.756 


188, 892, 014 


1880 


675, 000, 000 


1888 


961, 118, 000 


lucTttase 1888 over I860 


929. 790, 105 



INTEKNATIONAL AMERICAN CONFERENCE. 
Bailways, population, and ivealth — Continued. 



79 



Miigouri (area, 69,415 square miles) 

1860 

1870 

1880 

\^Qg ^. 

Increase 1888 over 1860 

Texas (area, 265,780 square miles): 

1860 

1870 

1880 

1888 

Increase 1888 over 1860 



Railways. 



817 
2,000 
3,965 
5,901 
5,084 

307 

711 

3,244 

8,211 

7,904 



Population. 



1, 182, 012 

1, 721, 295 
2, 168, 380 

2, 750, 000 
1, 567, 988 

604, 215 
818, 579 

1, 591, 749 

2, 060, 000 
1, 455, 785 



Wealth. 



501, 214, 398 
, 284, 922, 897 
, 530, 000, 000 

, 775, 000, 000 
, 273, 785, 602 

365, 200, 614 
159, 052, 542 
725, 000, 000 
, 291, 000, 000 
925, 799, 386 



Products for the year. 



Com. 



Wheat. 



Oats. 



Potatoes. 



Hay. 



Cattle. 



"Value of 

manu- 
factures. 



Arkansas (area, 53,850 
square miles) : 

1860 

1870 

1880 

1888 

Increase 1888 over 

1860 

California (area, 158,360 
square miles) : 

1860 

1870 

1880 

1888 

Increase 1888 over 

1860 

Illinois (area, 56,650 
square miles) : 

1860 , 

1870 

1880 

1888 

Increase 1888 over 

1860 

Kansas (area, 82,080 
square miles) : 

1800 

1870 , 

1880 

1888 

Increase 1888 over 

1860 , 

Missouri (area, 69,415 
square miles) : 

1860 

1870 

1880 

1888 

Increase 1888 over 

1860 

Texas (area, 265,780 
square miles): 

1860 

J870 

1880 

1888 

Increase 1888 over 
1860 



Bushels. 
17, 823, 588 
13, 382, 145 
24,156,417 
42, 608, 000 

24, 784. 412 



510, 708 
1, 221, 222 
1, 993, 325 
4, 464, 000 

3, 953, 292 



115, 174, 777 
129, 921, 395 
325, 792, 481 
259, 125, 000 

143, 950, 223 



6, 150, 727 
17, 025, 525 
105, 729, 325 
240, 508, 000 

234, 357, 273 



72, 892, 157 

66, 034, 075 

202, 414, 413 

218, 841, 000 

145, 948, 843 



16, 600, 702 
20, 554, 538 
29, 065, 175 
83, 698, 000 

67, 197, 298 



Bushels. 

957, 601 

741, 736 

1, 269, 715 

1, 794, 000 

836, 399 



5, 928, 470 
16, 676, 702 
29, 017, 707 
43, 781, 000 

37, 852, 530 



23, 837, 023 
80, 128, 405 
51, 110. 502 
38, 014, 000 

14, 176, 977 



194, 173 

2, 391, 198 

17, 324, 141 

30, 912, 000 

30, 717, 827 



4, 227, 586 
14, 315, 926 
24, 906, 627 
20, 639, 000 

16,411,414 



1, 478, 345 
405, 112 

2, 567, 727 
6, 189, 000 

4, 710, 655 



Bushels. 

475, 268 

528, 777 

2, 219, 822 

4, 848, 000 

4, 372, 732 



Bushels. 
418, 000 
422, 196 
402, 027 
864, 000 

416, 000 



1,043,006 1,789,463 
1,757,507 2,049,227 
1,341,271' 4,550,565 
1,899,000 4,442,000 

855,994 2,652,537 



15, 220, 029i 5, 540, 390 
42, 780, 851 10, 944, 790 
63,189,200 10,365,707 
145, 364, 000 11, 706, 000 

130, 143, 971 6, 165, 610 



88, 325 

4, 097, 925 

8, 180, 385 

37, 529, 000 

37, 440, 675 



3, 680, 870 
16, 578, 313 
20, 670, 958 
36, 384, 000 

32, 703, 130 



985, 889 

762, 263 

4, 893 359 

14, 808, 000 

13, 822, 111 



296, 335 
2, 342, 988 
2, 894, 198| 
9, 063, 000 

8, 766, 665 



1, 990, 850 
4, 238, 361 
4, 189, 694 
6, 044, 000 

4, 053, 150 



174, 182 
208, 383 
228, 832 
700, 000 

525, 818 



Tons. 

9,356 

6,839 

20, 630 

56, 235 

46, 877 



305, 655 

551, 773 

1, 045, 119 

1, 539, 454 

1, 233, 799 



1, 774, 554 
3, 747, 339 

3, 276, 319 

4, 625, 482 

2, 850, 928 



56, 232 

490, 289 

1, 601, 932 

1, 935, 450 

1, 879, 218 



401, 070 

615, 611 

1, 083, 929 

1, 802, 494 

1, 401, 424 



11,865 

18, 982 

48, 530 

189, 795 

177, 930 



No. 
567, 799 
357, 935 
708, 243 
824, 539 

256, 760 



1, 180, 142 
631, 398 
664, 307 
985, 176 

194, 966 



1,583,813 

1, 715, 586 

2, 384, 322 
2, 505, 302 

921, 489 



93, 455 

373, 967 

1, 451, 057 

2, 315, 994 

2, 222, 539 



1, 168, 984 
1, 153, 695 
2, 080, 932 
2, 181, 007 

1, 012, 023 



3, 535, 768 
3, 494, 043 

4, 08-t, 605 
7, 923, 690 

4, 387. 922 



$2, 880, 578 
4, 629, 234 
6, 756, 159 
8, 883, 159 

6, 002, 581 



68, 253, 228 
66, 594, 556 
116, 218, 973 
165, 843, 000 

97, 589. 772 



57, 580, 886 
205, 620, 672 
414, 864, 673 
624, 108, 000 

566, 527, 114 



4, 357, 408 
11, 775, 833 
30, 843, 777 
49, 900, 000 

45, 542, 592 



41, 782, 731 
206, 213, 429 
165, 386, 205 
200, 000, 000 

158, 217, 269 



6, 577, 202 
11,517,302 
20, 719, 928 
30, 000, 000 

23, 422, 798 



THE RAILWAYS OF URUGUAY. 



REPORT OF ALBERTO NIN, DELEGATE FROM URUGUAY.* 

Washington, January 6, 1890. 

Mr. Chairman: To satisfy the desires of the committee over which 
you so worthily preside, I have the pleasure to send herewith a pam- 
phlet arranged ad hoc, which contains all the legislation on railroads 
at present in force in Uruguay, and a map which graphically illustrates 
its railway system. 

As the chairman will observe, this system radiates from Montevideo, 
capital of the Eepublic, and terminates, by way of the center, at the 
north and the extreme eastern and western limits on the frontier of 
Brazil, and by way of the west in the Uruguay Eiver, which separates 
the Eepublic from that of the Argentine, so that its junction with what- 
ever line may be established to put the country which I have the honor to 
represent in communication with the other nations of America would 
be as easy to carry out as it would be at once practicable, since the 
great trunk lines of the Uruguayan system will be complete and open 
to the public service in all extent during the present year. 

The general railroad system law establishes, moreover, a valuable 
gugjanty to the capitals invested by private enterprises, but notwith- 
standing these circumstances, I believe it proper to state, at this time, 
that if it should be necessary and advisable to join in obtaining the 
most perfect communication with the other nations of America, Uru- 
guay would not be very far behind in conceding especial favors which 
would assure that result. 

To this end, it is pleasant to me to salute the chairman with my most 
distinguished consideration and appreciation. 

Alberto Nin. 

Hon. Juan F. Velarde, 

Chairman Committee on Eailroads, 

International American Congress. 

* Translation. 



80 



THE RAILWAYS OF VENEZUELA. 



REPORT OF JOSJS ANDRADE, DELEGATE FROM VENEZUELA, TO TEE 
COMMITTEE ON RAILROADS OF THE INTERNATIONAL AMERICAN 
CONFERENCE.* 

At the end of 1887 Venezuela had 232 kilometers of railroad open 
to public traf&c and 407 kilometers under construction, besides 1,982 
kilometers contracted for or projected. 

Since 1887 there have been finished and opened to the public the line 
from Puerto Oabello to Valencia, 54 kilometers ; that from Barcelona to 
the coal mines, 19 kilometers ; that from La Luz to Barquisimeto, To- 
cuyo, and Trujillo, 350 kilometers, and that from Caracas to Trujillo, 
54 kilometers. The construction of a railroad from Caracas to Victoria 
has also been begun, and is already well advanced, and it is now to be 
extended to San Cailos, beyond Valencia, under the name of the Grand 
Trunk Line of Venezuela. Lately contracts have been made for the 
construction of new lines which can not be specified at this moment. 
The Memoirs of Public Credit of 1888 and 1889, give an account of all 
these contracts with their minor details, and in those of the Treasury 
Department can be seen the annual earnings and expenses of the lines 
in actual operation. 

In the Engineers' Handbook, published at Caracas in the same year 
of 1887 by Dr. Jesus M* Muiioz-T^bar, present minister of public works 
in Venezuela, and perhaps the best-known railroad engineer in that 
country, will be found exact information about the native woods most 
employed in such works, with their common and botanical names, their 
resistance and price, the weight and price of brick, ballast, etc., and of 
various materials for pottery found near Caracas. It also contains the 
barometrical altitudes of some points of Venezuela in the neighborhood 
of Caracas, on the ridges of the central coast chain which divides the 
valley of Caracas from those of the Tuy ; along the highway of the south 
which leads to those valleys ; on the coast range of Venezuela, the peak 
of Naigevat^, and chair of Caracas ; the Avila and the other mountains 
to the north of Caracas ; Agua Kegra and the other mountains to the 
west of Caracas; and the interior chain between the rivers Tuy and 
Gu^rico. A copy of the Engineers' Handbook mentioned is herewith 
inclosed. 

There is also inclosed a pamplilet abounding in information, entitled 

* Translation. 
S. Ex. 125 6 * 81 



82 INTERNATIONAL AMERICAN CONFERENCE. 

"Document Eelating to the Eailroad of Oeiba," 1888, in Spanish, French, 
and English, together with a cop> of the Statistical Annual of Vene- 
zuela for the year 1887, in which will be found, among other information, 
the following relating to railroads : 

Complete list of railroads of Venezuela up to date, d/vided into three classes: 
Those constructed and in operation, those under construction, and those 
merely contracted for. 

Diagram of the railroad from La Guayra to Caracas. 

Diagram of the railroad from Caracas to Santa Lucia. 

Diagram of the railroad from Puerto Cabello to Valencia. 

Extract from the immigration law. 

Extract from the land-grant law. 

Extract from the law guaranteeing 7 per cent, upon capital invested in the 
construction of railroads. 

It is probable that complete copies of all laws relating to railroads, 
and the Statistical Annuals for 1888 and 1889, may soon be presented 
to the committee. 

Ko map of the Republic other than that found in the Statistical An- 
nual can be found here, and I do not know in what part of the United 
States one of larger dimensions and equal accuracy can be obtained. 

Washington, January 18, 1890. 



A. I> P> E N D T X 



TO THK 



REPORT 



COMMITTEE ON RAILWAY COMMUNICATION. 



83 



CONTENTS. 



Page. 

Letter of transmittal 87 

Mexico --- - - - 89 

Yucatan 101 

Central America --.. 104 

Guatemala - 105 

Honduras - 107 

Salvador 112 

Nicaragua 113 

Costa Eica 114 

South America 120 

Colombia 122 

Venezuela 127 

Ecuador 132 

Peru 134 

Bolivia 139 

Chili 141 

Argentine - - 145 

Uruguay 154 

Paraguay 155 

Brazil 157 

The Intercontinental Railway 166 

Surveys 172 

Railway Gauges 177 

Metal Ties 179 

Table of Railways 180 

Table of Altitudes 190 

Table of Distances 192 

List of Books 196 

List of Maps '. 199 

85 



LETTER OF TRANSMITTAL. 



Washington, D. C, March 19, 1890. 
Gentlemen : At your request I have obtained the following information with ref- 
erence to the railways of Mexico, Central and South America, and the prospects of 
railway bnilding in these countries, especially with reference to an intercontinental 
line. I have examined the libraries of the city, the Bureaus of the War, Navy, and 
other Departments, and have had the benefit of reading the reports of the Spanish- 
American Delegates to the railway committee. 

The Spanish-American countries naturally form three groups, viz : Mexico, Central 
America, and South America. The topographical features of each group and of each 
country are briefly described. Where railway development is extensive, a mere 
statement of this is sufficient; where little has been done, more detailed information 
seemed necessary, and especially as to those countries which the Intercontinental 
Line would probably traverse. All the railways are given and the important ones 
described with such other information as seemed valuable ; but details have been 
omitted when given in the reports of the Delegates. 

A plan for an Intercontinental Eailway has been outlined from a study of all the 
information obtainable; and, as a matter of interest in this connection, because of 
the diversity of existing gauges, and of the rapidity with which timber is destroyed 
in some of these countries, articles on railway gauges and metal ties have been added. 
Attention is also called to the method of making topographical surveys in various 
countries. 

Tables are given of elevations and distances in these countries and of all the rail- 
ways built and projected. Where no distinct statement of the distance between the 
two points could be found it was measured upon all the maps. 

For future reference a list of the maps and books from which I have obtained in- 
formation is submitted. 

Very respectfully, your obedient servant, 

Geo. a, Zinn, 
First Lieutenant, Engineers, U. S. Army. 
Hon. H. G. Davis and Andrew Caunegie, 

Members of the Committee on Railway Communication, 

of the International American Conference. 

87 



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MEXICO 



The railway system of this coaatry has been so well developed that little need be 
said beyond describing the important lines. As early as 1837, a concession was 
granted for the building of a Jine from Vera Cruz to the City of Mexico; but the 
first real work was not done upon it until 1857. The success of this railwaii after its 
opening, in 1873, led to the projection of others by United States capitalists, having 
the City of Mexico as their objective points. The first of these to take tangible 
shape was the Mexican Central from El Paso, Tex., where it connects with the 
Southern Pacific Railway of the United States. The Mexican Government granted 
liberal concessions of money and land for the building of other lines, most of which 
have the City of Mexico as a terminal. The theory of these was to have, as well as 
the through line, branches leading to the Paci fie and to the Gulf coast, and a glance 
at the map will show that some of these have been built. Some of the Mexican lines 
were projected from the United States to a good port on the Pacific coast to form 
transcontinental lines. The Sonora Eailway and the Texas, Topolobampo and Pa- 
cific Eailway are examples. The Tehuan tepee line was projected to connect the 
Gulf directly with the Pacific. 

A line has been projected from the City of Mexico to Central America, and is now 
under construction. 

Many concessions have been granted by the Mexican Government for the building 
of railways, and it has been very liberal In donating money and lands ; some of these 
concessions have been forfeited from failure to comply with the conditions imposed, 
and others are not likely to be carried into effect. 

I have described first the lines leading south from the border line of Mexico and 
the United States, and then named the other lines : 

SONOEA RAILWAY. 

The Sonora Railway, from Nogales, Mexico, to Guaymas, Mexico, 262.41 miles, was 
opened from Guaymas to Hermosillo, 90 miles, in November, 1881, and to Nogales in 
October, 1882. It is owned by the Atchison, Topeka and Santa F6 Railroad Company, 
and with the New Mexico and Arizona Railroad forms the Sonora Division of the 
Atchison Company's system of roads. 

Leaving Benson the line takes a southwesterly direction through the lower part of 
Arizona to Nogales on the Mexican frontier, 88 miles distant. 

This road extends tbrough a fine cereal and grazing country. Another line is to be 
wconstrftcted from Hermosillo (263 miles from Benson), via Ures, Arispe, Bachnachi, 
and Espia, to Paso del Norte. The population of Guaymas is about 6,000. 

When fast trains are put on the Atchison, Topeka and'Santa F^, the journey may 
be made from New York to Guaymas in five days and a few hours. This line is ex- 
pected to facilitate communication with Australia, while it also gives traders of the 
Mexieaiv Central and South American coasta an opportunity to send their products 
8 89 



90 INTERNATIONAL AMERICAN CONFERENCE. 

quickly to the Mississippi Valley, the Ea st, and the large cities that lie between the 
Gulf of Mexico and the Great Lakes. 

There is immense mineral wealth in Sonora ; mines of gold, silver, iron, lead, cop- 
per, antimony, tin, and sulphur are found in the region adjacent to the railway. 
Deposits of carbonate of soda, alum, marble, salt, and gypsum are also abundant. 
One of the most important mineral deposits of Sonora is anthracite, recently discov- 
ered at Barranca on the Yaqui River, The coal is found in sandstone and conglom- 
erate and is said to contain 90 per cent, of carbon. Among other products reacheo 
by this railroad are sugar-cane, tobacco, rice, rosewood, ebony, logwood, and Brazil- 
wood. 

The cost of its property was $10,^72,798. Its earnings in 1888 were $221,761.99. 

MEXICAN GENTRAX. 

The Mexican Central from El Paso, Tex., to the City of Mexico, 1,224.1 miles, with 
branches from Aguas Calientes to San Bias on the Pacific coast, and to Tampico on 
the eastern coast, from Silao to Guanajuato, 11.4 miles, and from Guanajuato to Ira- 
puato, 161 miles. Of the San Bias division only 16.6 miles are comiileted, and of the 
Tampico division, the line to San Luis Potosi, 130.7 miles was opened in June, 1889, 
and at the present time there remains less than 50 miles to be completed. It is be- 
lieved that the entire division will be opened for traffic by March 31, 1890. 

This is the longest of any Mexican line, and has a subsidy of $9,500 per kilometer, 
or in all amounting to about $32,000,000. It runs through a country rich in mineral 
and agricultural resources, and connects the largest centers of population in Mexico, 
although it crosses certain areas of sterile plains in the north. 

This road was incorporated in Massachusetts February 25, 1880, and in the same 
year purchased of the Guanajuato Railway Company 60 kilometers of narrow-gauge 
railway, which was widened and incorporated into the main line. The entire main 
line was completed March 8, 1884, and opened April 10, 18S4. The Guadalajara divis- 
ion was opened from Irapuato, May 21, 1888. 

The subsidy acquired by this comjjany covered the main line, the Tampico and 
Guadalajara divisions, and is payable from custoui-house receipts. The company 
has the right to import free of duty all material required for construction, maintenance, 
and operation of its lines, is exempted from taxation till the expiration of fifty years 
after comijletiou of all the lines, and has the right to construct and operate its tele- 
graph lines for ninety -nine years. Small additional subsidies were given by the State 
governments of San Luis Potosi and Guanajuato. The Government of Mexico, on 
June 1, 1885, suspended the payment of its subsidy. 

This road runs through the center of the great plateau, the healthiest region in the 
world. As a rule the grades are gentle, but exceedingly rough hill-work was found 
in the States of Guanajuato, Zacatecas, and Durango, and near the City of Mexico. 
The road passes through Chihuahua, 12,000 inhabitants; Zacatecas, 30,000; Aguas 
Calientes, 31,880; Silao, 4,000; Guadalajara, 71,000; San Luix Potosi, 34,000; Tam- 
pico, 7,000 ; Queretaro, 48,000 ; Guanajuato, 63,000 ; Celaya, 10,000; Irapnato, 21,000; 
Leon, 74,000 ; Mexico, 260,000. 

Miles. 

Main lines, City of Mexico to El Paso 1, 224. 

Guanajuato Branch, Silao to Guanajuato 11.4 

Branch to stone quarry 6.5 

Tampico division, Tampico, westerly 117. 8 

Tampico division, main line junction to San Luis Potosi , 130.7 

San Bias rlivision , 16.6 

Guadalajara division, Irapuato to Guadalajara „, ,, 161.0 

Total length of lines owned, 1888 ,, , 1,66S.C 

Average-number of miles operated during the year, lj§16-4. G^uge, 4 feet 8^ 
inches ; rail, steel, 56 pounds. 



INTERNATIONAL AMERICAN CONFERENCE. 



91 



Operations for year ending Decemlcr 31, 1883. — Train mileage, passenger, and freight 
Itatistics not reported. Earnings, $5,774,331.31, or $4,386.40 per mile. 

Expenses : 

Maintenance of way - $782,523.18 

Maintenance of cars.' 218,102.96 

Motive power 1,416,425,86 

Transportation 819,463.99 

Miscellaneous...... > 181,321.57 

Total, ($2,597 per mile) 3,418,837.56 

Net earnings (40.79) per cent 2,355,493.75 

This is net currency. Equivalent in United States money to $1,748,451.95.* 
Eailway commerce. — The Mexican Central Railway, from El Paso del Norte to the 
City of Mexico, was completed in 1884, and Paso del Norte, as its northern terminus, 
at once became the most important town on the frontier. The commerce of the place 
sprang almost immediately from insignificance to considerable proportions, and ia 
now exceeded by but one city in the whole Republic. Not only did the through 
traffic swell beyond all comparison with its former condition but the local trade was 
xlso augmented. The Mexican collector of customs informed me that m 1884 he for- 
warded to the ministerio de hacienda an estimate of the amount of merchandise on 
hand at Paso del Norte, in the stores of the place, which he then computed, approx- 
imately, as amounting to $50,000. Effects on hand in these establishments, which are 
principally retail, can not now be estimated at less than twelve times that value. 
It was thought by many that the construction of the International Railway through 
Piedras Negras and of the Mexican National at Laredo would divert much of the 
traffic from the Mexican Central, and consequently diminish the commercial impor- 
tance of El Paso and Paso del Norte. Both of the first named routes are much shorter 
than the Mexican Central line, as will be seen from the following table: 



Distances to City of Mexico from — 



Via 
£1 Paso. 



Via Eagle 
Pa«s. 



Via 
Laredo. 



In favor 

of Laredo 

over El 

Paso. 



New Orleans. 
New York . . . 

Chicago 

St. Louis 

Kansas City ■ 



Mile$. 
2,433 
3,640 
2,866 
2,584 
2,398 



Miles. 
1,836 
3,210 
2,471 
2,189 
2,080 



Miles. 
1,578 
3,015 
2,236 
1,950 
1,821 



MUes. 



855 
634 
630 
634 
577 



This greater proximity to the centers of commerce above enumerated resulted 
during the first four months, in the loss of eonsideiable traffic to the El Paso route, but 
recently much of this business has returned to the Mexican Central, and but little ap- 
prehension is entertained of any permanent loss from the competition and advan- 
tages offered by the rival roads. 

It is claimed that the Mexican Central places freight in the City of Mexico in lesa 
time than the Mexican National, notwithstanding the greater distance over which 
their merchandise is transported. This dispatch may be explained partly by the su- 
perior organization and partly by the superior road-bed and equipments of the first- 
named railway. The Mexican National labors under the disadvantages of a narrow 
gauge, and the International is obliged to pass their cars over the Central line from 
Laredo to the City of Mexico. In addition to this, the Mexican Central connects the 
important cities or Chihuahua, Laredo, Zacatecas, Queretaro, Aguas Calientes, 
Guanajuato, Guadalajara, and Leon, the commerce of which this road will always 
controL — (Report of Consul Mackey, Paso del Norte, March 22, 1889.) 

MEXICAN NATIONAL. 

A concession generally known as the Palmer-Sullivan concession was granted to 
the Mexican National Construction Company by an act of the Mexican Congress of 
September 13, 1880, for the following named lines of railway : From the City of Mex- 
ico to the Pacific coast at the port of Manzanillo, or between that port and La Nav- 
idad, passing through the towns of Toluca, Maravatio, Acambaro, Morelia, Zamora, 
and La Piedad, and from a point on the foregoing line between Maravatio and Mo- 



* Poor's Maswi, 



92 INTERS A.TIONAL AMERICAN CONFERENCE. 

relia to a poiuls on the northern frontier at Laredo, or between Laredo and Eagle Pass, 
passing through the towns of San Luis Potoai, Saltillo, and Monterey ; the railroad 
thus constructed to be 3 feet gauge. An additional concession given January 10, 
1883, granted the right to extend this system from the port of Matamoros through 
Mier to Monterey, and from San Luis Potosi through Zacatecas to Lagos. These 
concessions granted the payment of a subvention of $11,270 per mile (|7,000 per ' 
kilometer) on td« line from the City of Mexico to the Pacific and of $10,460 per mile 
on the line to the northern frontier. They granted the right to bring materials duty 
free, right of way over government lands, right to all mineral deposits discovered, 
exemption from taxation, and other privileges and immunities. The company was 
b^und to complete 280 miles of track every two years, the line to the Pacific within 
five years, to the northern frontier in eight years, dating from September 30, 1880 ; 
and at the end of ninety-nine years the railway should revert to the Government, with 
the right to purchase rolling stock from the company. The time was afterwards ex- 
tended to completion in ten years from July 15, 1886, the distance was reduced to 155 
miles in each two years, and a fine was imposed if this should not be complied with, 
and other minor modifications. Construction was begun October 14, 1880. The di- 
vision from Laredo through Monterey to Saltillo, 236 miles, was completed September 
14, 1883. The southern division was completed from City of Mexico through Toluca 
to San Miguel de AUende, 254 mileS; November 29, 1883. 

The Pacific division was completed from Acambaro through Morelia to Patzcuaro 
June 1, 1886. This line had been snrveyed all the way to Colima through Uruapan. 
The Matamoros division is completed to San Miguel, 75 mUes. The section between 
Zacatecas and the suburb of Guadalupe, 5 miles, is operated at present by animal 
traction and was purchased in 1881. The company has also acquired, by purchase, 
the line between the City of Mexico and Ei Salto, and the line through Texas from 
Laredo to Corpus Christi, 161 miles. A few miles of track has been laid from the 
port of Manzanillo. By the concession of June 2, 1883, the company was granted 
the right to construct a line completely around the City of Mexico, with branch lines 
to Tlalpam, San Angel, and Contreras. Of this line, called the Cintura or Belt, the 
important section that connects the several railways entering the city is completed 
and in operation. 

The property of this comj>any was sold under foreclosure May 23, 1887, and the 
company was reorganized. (For reorganization see Poor's Manual for 1887, page 935.) 
The through line was completed September 28, 1888, and opened for traffic November 
1, 1888. 

This road passes through the important cities of Monterey, 42,000 ; Saltillo, 17,000 ; 
San Luis Potosi, 34,000; Acambaro, .17,000; Maravatio, 12,000; Tolica, 12,000; Mo- 
relia, 25,000 ; Colima, 31,000. It is expected that the line from San Miguel to La- 
redo will be completed in fifteen months from July, ld89. 

Miles. 

Main line of road, City of Mexico to New Laredo 838.63 

El Salto line. City of Mexico to El Salto 42.41 

Patzcuaro branch, Acambaro to Patzcuaro 95.85 

Belt line, Santiago to La Garita de San Lazaro - 3. 17 

Matamoros. division, Matamoros to San Miguel, Mexico 75. .^0 

Texas Mexican Railway, Corpus Christi to Laredo and branch 162. 03 

Isrownsvillto and Gulf, Rio Grande River through Brownsville, Tex 1. 00 

Total of above lines 1,218.59 

Add lines named in paragraph following - 13.65 

Total length operated December 31, 1888. 1,232.84 

Gauge 3 feet ; ri.ii., steel and iron, 40 and 45 pounds. 

In addition to the above mileage are the following lines which are unused or used 
only as side tracks, special service tracks, and tramways: El Silto towards Tepeji, 
2.5'; Quarry branch from Naucalpan Junction to Quarry, 2,8; branch in New- 
Laredo, 1. 



INTERNAtlOJTAL AMERICAN CONFERENCE. d3 

Operationa for 1888. — Train mi'eage, passenger, and freight traffic not reported. 

Earnings : 

Passenger $599,194.00 

Freight 1,649,347.83 

Mail 11,227.14 

Other earnings 145,121.70 

Total.. 2,404,891.53 

Expenses : 

Transportation 509,883.10 

Motive power 820,007.57 

Maintenance of cars 97,278.47 

Maintenance of way 753, 199. 35 

Extraordinary expenses „ 45, 081. 90 

General expenses 115, 630. 00 

Total 2,341,086.43 

Net earnings 63, 811. 10 

Reduced to United States currency this equals $51,048.88. Add interest, discount, 
and exchange, $71,022.44. Availahle revenue, $122,071.32 Paid interest on Texas, 
Mexican Railway Company honds, $60,880. Balance surplus, $61,191.32.* 

A loan of $8,000,000 has recently been negotiated for the purpose of purchasing new 
rolling stock and laying a third rail from Laredo to the City of Mexico— work to 
begin at once. 

THE MEXICAIT INTERNATIONAL. 

This company was organized December 9, 1882, under special charter from the 
State of Connecticut. In 1883 it acquired certain concessions granted by the Govern- 
ment of Mexico under date of June 7, 1881, November 4, 1881, April 1, 1882, which au- 
thorized the construction and operation of a line of railroad and telegraph between 
the City of Mexico and the Rio Grande, terminating at or near Piedras Negras (Eagle 
Pass), with the right to construct another line from a convenient point on the main 
liue to some point on the Gulf of Mexico, between Matamoros and Vera Cruz; also 
another line to the Pacific Ocean at tiome point between Mazatlan, Zihuatanejo, and 
also such branches as tne company deem desirable from each side of the lines above 
mentioned, said branches to be subject to the approval of the department of public 
works and not to exceed 100 miles each in length. 

It is stipulated in the concession that the road and its appurteniinces shall be ex- 
empt from taxation for fifty years, and that the materials required for construction, 
operation, and repair of the road shall be free from import and other duties. No sub- 
vention is granted, but the Government has obligated itself not to give a subvention 
to any other line of railroad within 50 miles on either side of the lines so authorized. 
About 70 miles, extending from Piedras Negras to Sabinas and including the part 
within Mexican territory at the International bridge over the Rio Grande, were com- 
pleted in 1883. In 1884, 89.37 miles of the main line were completed, and also 10.84 
miles of the Lampazos branch, the latter thus reaching the coal fields of San Felipe. 
The track of the main line was completed January 12, 1888, to Torreoii, where con- 
nection is made with the Mexican Central Railroad. The operation of the road to 
Torreon was commenced March 1, 1888. 

The theory of all these lines is to have an interoceanic line, as well as a main lino 
north and south. 

Main line, Piedras Negras, Mexico to Torreon, Mexico, 383.4 miles. Lampazoa 
Branch, completed from near Sabinas Station on main line to Hondo, 12.31 miles. 
Total 395.71 miles. 

Gauge, 4 feet 8| inches; rail, steel, 54 pounds. 



* Poor's ManoaL 



94 INTERNATIONAL AMERICAN CONFERENCE. 



THE MEXICAJsr SOUTHERN. 

From Laredo another road was projected to the City of Mexico. The original con- 
cession for building it was granted May 26, 18S1. It has been called "The Mexican 
Southern," " The Mexican Oriental," " The International and Interoceanic." 

The following is a condensed itinerary of this route : 

A station had been erected at New Laredo, and on September 1, 1883, about 100 
miles of road had been graded, but only half a mile of track had been completed. 
From New Laredo the route will follow the course of the Rio Grande to Meir, via 
Guerrero. Leaving Mier the road goes southward to China. The company has the 
option of constructing a branch to Matamoros, 100 miles distant from Mier. There 
are wagon roads from China to Monterey (60 miles) and also to Matamoros (90 miles). 
The line then passes to the eastward of Teran and Linares, running almost due south 
from China to Victoria, 270 miles from New Laredo. It lies on the border of the 
Tierra templada. From Victoria the line will have a southeasterly direction, crossing 
the Rio Panuca near Tanjuco, 45 miles from its mouth. 

The company has the option of building branch roads to Tampico and to San Luis 
Potosi, but it is not probable that it will compete with the Mexican Central between 
these points. 

The line will be easy to construct as far as Victoria. South of this station it will 
extend through the mountains on the eastern edge of the great table-land, and will 
require rather heavy grades and some tunneling. This division will traverse the 
Huasteca country, one of the richest portions of the Republic both in agricultural 
products and mineral deposits. 

The proximity of this railway to the sea-board should also be considered. This 
company has also the choice of extending branch roads to Tuxpan and Vera Cruz. 
This would, of course, be a^forraidable opposition line to the Mexican Railway. Judg- 
ing from the topography of the country, this road will be easier to construct than the 
Mexican Railway. 

The southern division may be described as follows : 

Leaving the City of Mexico the line will run parallel with the Mexican Railway 
(it is not allowed to cross it) to Irolo, 45 miles from the City of Mexico the track will 
be continued over a level country to Puebla (111 miles), thence southeasterly to Te- 
haucan(182 miles), from which place there is a tramway toEsperanza, on the Mexican 
Railway, 31 miles distant. 

The road will go south from Tehuacan, following the Rio Salado for several leagnes 
to Arenal, where the Salado and Cuicatlan Rivers unite and form the Rio Quiotepec. 
Arenal is 237 miles from the capital. A branch line is under construction from Anton 
Lizardo, on the Gulf of Mexico, toward Arenal via Amapa and Tuxtepec. Anton 
Lizardo is 142 miles from Arenal Junction. The former town is the only good port 
on the Gulf coast. The eastern division will bo extended to Vera Cruz 23 miles dis- 
tant. But little artificial grading will bo required on the eastern division, and the 
heaviest grade, according to the surveys, is 72 feet to the mile. 

From Arenal the main line will run almost due southward along the Rio Cuicatlan 
through a well-timbered region to Sedas (301 miles), and thence to Oaxaca, 350 
miles (population 26,228, elevation about 5,000 feet). Leaving Oaxaca the railway 
will run southward with a descending grade to Amatlan, Ejutla, and Miahuatlan, the 
latter being about 65 miles fx-om Puerto Angel, the principal port of the State, and 
at which the Pacific Mail steamers touch. 

From Miahuatlan the road takes an easterly course over a rugged country to the 
town of Tehuantepec (523 miles), 10 miles from La Ventosa on the coast. The Pacific 
Mail steamers stop at the adjoiuiug port of Salina Crnz, which has a good harbor and 
will become the terminus of the projected railway across the Isthmus. The Mexican 
Bonthem will make connection with the Tehuantepec road at the station of that 
name. The former road will be extended eastward from the town of Tehuantepeo 



mTERNAtlONAL AMERICAN COJ^FEEENCE. 95 

(l»opulation 12,000) to Tonala on the coast, -where the Pacific Mail steamers stop once 
a month. Leaving Tonala the main line bifurcates, one branch rnnning northeastly 
to San Cristobal, the other to Tapachola and thence probably to the City of Guate- 
mala. 

The region traversed by the southern division of this railway lies mostly in the 
States of Vera Cruz, Oaxaca, and Chiapas. It is very rich in mineral deposits and 
agricultural products. The climate is salubrious and the vegetation luxuriant along 
the greater part of the route. The State of Oaxaca contains valuable mines of gold, 
silver, iron, copper, and mercury ; the cereals, brown beans, and tt)bacco, are grown 
in abundance, and petroleum is found near Puerto Angel. The States of Vera Cruz 
and Chiapas are rich in coffee, sugar cane, cocoa, tobacco, indigo, vanilla, and India 
rubber. 

Here (Laredo) the "Oriental," the southern corner of the vast Gould system of rail- 
roads, leaps straight across the river, penetrates the tierra caliente, or hot coast region, 
and draws a direct line for Mexico City. Thence it will be continued southward to 
the " Mexican Southern," a concession controlled by General Grant, and eventually 
may penetrate the confines of Guatemala, and even Central and South America. 
Who knows ? With a management presided over by the greatest general of our 
armies and the skillful organizer of our railways it is possible that within a decade 
of years one may obtain over the Gould system of roads a through ticket from New 
York to Panama or from St. Louis to Quito. * 

Mexico has almost no navigable streams, and hence the railway would seem to fur- 
nish the instrumentality indispensable to her future development. 

The Mexican Southern Company has recently issued $2,940,000 of preferred stock 
and $2,450,000 of common stock to aid in the construction from Puebla to Oaxaca, 249 
miles. The present issue is to complete the road from Puebla to Tecomavaca, 139 
miles. It is said that the surveys are complete to this point. The grading is com- 
plete from Puebla about 90 miles, and a very large force is now at work. The entire 
line is to be completed in two years. It will connect with the luteroceanic and the 
Mexican Central at Puebla, and will have a gauge of 3 feet. 

The following is given in the Engineering News of January 11, 1890 : 

Salvador Malo, of the City of Mexico, has taken over the concession known as the 
Fenelon concession for a railroad from Oaxaca to Tehauntepec. 

CONTINENTAL RAILWAY. 

A concession was granted NoA^ember 15, 1889, to Feliciano San Roman for the con- 
struction of a railway from Matamoras to Tuxpan, thence one branch to the city of 
Mexico, and another to connect with the National Railroad of Tehuantepec, from 
which connection one branch is to be built'to any port in Yucatan and another branch 
to the boundary line of Guatemala. Construction is to commence in two years and 
the line is to be completed in twentj' years. The Government grants a subsidy of 
$18,000 per kilometer in 5 per cent, bonds and gives the company all mineral lands 
and marble quarries along the right of way. 

Some years ago a concession was granted to Count Telfener for a railway called the 
New York, Texas and Mexican Railroad to be built from Matamoras through Tam- 
pico and Tuxpan to the City of Mexico. This concession was forfeited, but a renewal 
of it has recently been secured by General TreviSo. 

MEXICAN RAILWAY. 

Vera Cruz to City of Mexico 264 miles. In 1837, the first Government decree was 
issued granting a concession for the building of this railroad, but the projector was 
unable to construct any portion of it and the grant was declared forfeited. The first 
real work was begun in 1857, when Don Antonio Escandron secured the right to con- 
Btruct a line from the Gulf of Mexico to the Pacific. This concession was transferred 

* Obers : ' Travels in Mexico.' 



96 INTERNATIONAL AMEEICAN CONFERENCE. 

in 1865, and work was begun at either end ; after many delays trains commenced rnn- 
ning between Orizaba and Vera Cruz September 5, 1872, and on January 1, 1873, the 
entire line was completed. Its success led to seeking connection with the United 
States and many concessions for such lines were granted by the Government with 
subsidies of about $8,000 per kilometer. Most of these have been merged into the 
greater lines. 

Senor Romero has said: 

As a test of the capabilities of this road, let us make a comparison between the 
earnings of the Vera Cruz Railroad and roads similarly situated in the United States. 
Probably the two lines combining more nearly than any others similar conditions are 
the Union Pacific and the Central Pacific, having heavy mountain grades, long 
stretches of high table lands, and sea-coast connections. An examination of the offi- 
cial report shows tlsat in 1880 the gross earnings per mile of these three roads were, 
Union Pacific, |ll,:^04 ; Central Pacific, |7,818 ; Vera Cruz, $12,662. Thenet earnings 
per mile were as follows: Union Pacific, f6,168; Central Pacific, $3,913; Vera Cruz, 
|7,330. The reports for 18S5 show as follows: Gross earnings Union Pacific, $12,516 ; 
Central Pacific, $8,758; Vera Cruz, $16,4n9. Net earnings : Union Pacific, $6,207; 
Central Pacific, $8,758 ; Vera Cruz, $10,098. It will thus be seen that for the last year, 
the Vera Cruz road made a net earning of 6 per cent, upon a capital of $168,000 per 
mile. A very liberal estimate would not place the cost of construction to-day at 
more than $50,000 per mile, upon which the present net earnings would be a return 
of about 20 per cent. 

This line has a branch from Apizaco to Puebla, 29 miles in length, and operates the 
Jalapa Branch Railway from Vera Cruz to Jalapa, 70.75 miles. 

THE INTEROCEANIC RAILWAY OP ACAPULCO AND VERA CRUZ. 

This road was registered April 30, 1888, and projected to run from Acapulco, on the 
Pacific Ocean, to Vera Cruz, on the Atlantic, passing through the cities of Morelos, 
Yautepec, Amacusao, Mexico, Irolo, Calpulalpam, San Martin, Vireyes, Perote, and 
Jalapa ; with branches from Vireyes to San Juan de los Llanos, from San Lorenzo to 
San Nicholas, and from Yautepec to Cuernavaca. For fifteen years the company may 
import, free of all duties, federal and local, material for construction, operation, and 
rolling-stock. The company is obliged to build at least 50 kilometers of track each 
year (beginning July 1, 1887), over and above the 467 kilometers (289.5 miles) already 
built, as follows : Mexico to San Martin, via Irolo, 123.6 kilometers (76.6 miles) ; 
San Martin to Puebla, acquired by the coal company, 37 kilometers (22.9 miles); 
Puebla to Jalapa, via Vireyes and Perote, 89.7 kilometers (55.6 miles) ; Vera Cruz to 
Jalapa, 25 kilometers (15.5 miles) ; Mexico to Yautepec, 158.3 kilometers (94.4 miles) ; 
total, 268.6 miles. Br.auches: San Lorenzo to San Nicholas, 22.3 kilometers (13.8 
miles) ; Vireyes to San Juan de los Llanos, 11.3 kilometers (7 miles) ; total branches, 
33.6 kilometers (20.8 miles) ; total of all lines 289.5 miles. The company must finish 
said lines within the maximum term of twelve year.s, counting from July 1, 1887. The 
company has purchased the Puebla and San Marcos, running from Puebla to San 
Marcos, on the Mexican Railway, 35.4 miles, and has under construction a con- 
nection from La Luz to Vireyes, on the Puebla road. Control was also acquired 
in 1884 of the Mexican Carboniferous Railroad, projected from Puebla south to the" 
coalfields; and in 1886 the' Mexican Government sold to this company the Puebla 
and San Martin Texmelucan Railway from Puebla to San Martin, 15 miles, with the 
stipulation that the road is to be speedily completed — the guage is 3 feet and rail 
steel, 40 pounds. 

An idea of the construction of this road in a difficult part is given in the following 
qnotation: 

From Oznmba the descent begins. Its steepest portion is in the next 10 miles, 
where the lines twist backward and forward along the sharp declivity in order to 
obtain a sufficiently easy grade. At several points in this curving descent three lines 
of track at different elevations lie close together. From Nepautla the road is much 
less steep, but all the way to Cuantla the road is down hill. Beyond, the road con- 
tiuTles through the cane country to Yaulepeo. 



INTERNATIONAL AMERICAN CONFERENCE. 97 

This line is complete from Mexico City to Perote, 160 miles, and the Morelos line 
has been completed to Tlalizapan. 

From a point 25 miles south of Cuernavaca this line will run entirely within Guer- 
rero, a State possessing immense mineral wealth almost totally undeveloped. 

The Interoceanic Railway, a narrow-gauge road from Vera Cruz to the City of 
Mexico and thence to Acapulco, has been in contemplation for several years, but the 
necessary capital to carry it through has been wanting. At one time a French com- 
pany was formed, biit it failed to accomplish anything. Finally English capital was 
induced to take hold of the enterprise. After a survey of the route by civil engineers, 
sent out for the purpose, a company was organized with a capital of £3,500,000 ster- 
ling. That was over a year ago. It has been actively at work about nine months. 
From a civil engineer connected with the company I learn the following facts : 

The work done thus far has been on the Vera Cruz division, which, it is expected, 
will be finished and in active operation in about a year. A new contract has been 
made by the company with the Mexican authorities for the Acapulco division, of the 
terms of which I am not advised. There are now at work on the division being built 
about six thousand men. The line is complete from the City of Mexico to Perote, 160 
miles. That from Perote to Vera Cruz, 1:^3 miles, is under construction. 

On the Acapulco division there are [)5 miles of railway in operation, from the City 
of Mexico to Yautepec, which was purchased by the Interoceanic Company. In this 
connection I would remark that the Interoceanic Company has purchased two other 
lines on the Vera Cruz division — the road from Puebla to San Juan, 90 miles, and 
from Vera Cruz* to Irolo, 40 miles. 

The distance from Acapulco to the City of Mexico, in a straight line, this engineer 
informs me, is about 285 miles ; as the road will probably be run it will reach 386 
miles. The route has not been as yet defined or determined. It may not be run direct 
to the City of Mexico, but make a divergence at or near Chilpanzingo and connect 
with the Vera Cruz line at Puebla. While this will not materially lengthen the dis- 
tance to the City of Mexico, the change will shorten the route from Acapulco to Vera 
Cruz. 

The most diflSicult portion of the work is between Acapulco and Chilpanzingo, a 
distance of 108 miles. The route is hilly and mountainous, the hills running trans- 
versely across the route, thus rendering the engineering laborious and costly. The 
character of these elevations can be conjectured from the fact that Chilpanzingo is 
between 5,000 and 6,000 feet above the level of the sea. 

The most important fact connected with this brief summary is the certain con- 
struction of this important railroad, which will be of immense benefit in the develop- 
ment of this portion of Mexico and to its commerce. It will open, besides, a new and 
brilliant future to Acapulco, utilizing its splendid harbor and opening to its people 
new and varied industries. On the completion of this work depends the future of the 
town and the development of this section. (Report by Consul Lougherv, Acapulco. 
August 22, 1889.) & ^r l » 

RAILROAD FRANCHISE IN MEXICO. 

Mention has already been made of a railroad concession having been granted on 
December 5, 1887, for a line to commence at the port of Mazatlan (consular district 
of Mazatlan), State of Sinaloa, to extend to the northwest, nearly parallel with the 
coast line of the Gulf of California into Sonora, to connect with the Sonera Railway at 
some convenient point north of Guaymas. This franchise or contract was not formally 
confirmed by the President of the Mexican Republic until February 23 of this year, 
and is a modification of the franchise or contract of the Sinaloa and Durango line 
which was signed on July 5, 1886. 

It is proposed that this line shall pass through Cnliacan, the State capital of Sina- 
loa, into Souora, touching at Alamos, and, as before stated, connecting with the So- 
nora Railway. 

The contract also includes a road from Cnliacan or Mazatlan to some point in the 
State of Durango, with right to continue the line through the State of Coahuila to the 
Rio Grande, and to construct branches from either side of the lines, each branch not to 
exceed 62.14 statute miles in lergth, the said branches tobe designated to the execu- 
tive within five years from date of signature of the franchise. 

From the port of Altata to the city of Cnliacan a railway 35 miles in length is in 
operation. This piece of road was constructed under a concession granted to the 
government of the State of Sinaloa on the 15th August, 1880. The time allowed for 
commencement and completion of the surveys and construction of the line is the 
samt^ as that stipulated by the concession of July 5, 1886, but extended so as to count 
from February 23 of this year. 

* Probably the City of MexieOi.— €k A. Z, 

S. Ex. 125~7« 



98 INTERNATIONAL AMERICAN CONFERENCE. 

The concession confers right to construct and operate docks, wharves, warehouses, 
telegraphs, etc., as is usual in such contracts. 

The road is to be standard guage, the maximum of grades to be 4 per cent, and the 
minimum radius of curves to be 325 feet. The weight of rails to be 60 pounds to the 
yard. 

The company formed to carry out this contract can issue bonds at not less than 
$15,000 nor more than $"25,00u per kilometer, and can mortgage the line at a rate not 
to exceed $150,000 per kilometer. The subsidy given by the Government is to be 
$8,000 per kilometer (equal to $12,874 a statute mile), inbonds denominated "railway 
subsidy bonds," bearing 6 per cent, interest, payable by the Treasury every six 
months. 

At the end of ninety-nine years the road and all its equipments is to become the 
property of the Government. 

Referring to a franchise granted by the Mexican Government in November of last 
year, mentioned in my general report of that year, for the construction of a line of a 
railroad from Guaymas to Alamos, 240 miles distant, a reconnaissance of the route has 
been made, but no work of construction has yet been commenced, nor has any mate- 
rial arrived. (Report by A. Willard, U. S. consul, Guaymas, Mexico, March 19, 1888.) 

THE TEXAS, TOPOLOBAMPO AND PACIFIC RAILROAD 

(American andMexican Pacific Railway) was projected, of standard gauge, to run from 
Eagle Pass to Topolobampo, with branches to Presidio del Norte, Alamos in Sonora, 
and the port of Mazatlan. The concession was granted June 22, 1880, with a subsidy 
of $18,050 per mile. The company was organized in March, 1881, under the name of 
the Texas, Topolobampo and Pacific Railroad Company, but in 1883 the name was 
changed to the American and Mexican Pacific Railway Company. The total length 
of the line was to be about 1,500 miles, of which 93 miles are surveyed and 35 miles 
graded from the harbor to the Rio Fuerte. This route was to be the shortest trans- 
continental line to Australia and Asia that could be laid down on the map. It claimed 
to have at Topolobampo, within the Gulf of Mexico, one of the few tine harbors of the 
Pacific coast. These harbors are spaced at wide intervals. That at the Columbia 
River is the highest up, then 600 miles south is San Francisco, 441 mi]es below this 
is San Diego, 650 miles farther on in a direct line, or 936 doubling Cape St. Lucas, is 
Topolobampo, and 740 miles south of this again is Acapulco. Between them there is 
nothing that can be called a harbor. 

The concession granted to the Texas, Topolobampo and Pacific Railway Company 
has been officially declared forfeited. The concession was originally granted in June, 
1881, and modified afterwards in a manner favorable to the company, the company 
being obliged within a year from the final modification in 1888 to build at least 50 kilo- 
meters of road, which was not done. The company loses the forfeit money, amounting 
to $90,000. (Telegram, City of Mexico, January 6, 1890.) 

TEHUANTEPEC RAILWAY. 

In 1841 the Mexican Government granted a concession to Don Jos6 de Garay to 
make a connection between the two oceans, providing that the grantee should make 
a survey, at his own expense, of the ground and the direction which the route should 
follow, and also of the ports which might be decreed most convenient from their 
proximity. A survey was duly made and the reports were published. The route was 
not necessarily to be a canal, although SenorMoro, the engineer, based his operations 
upon this assumption. 

Soon after the termination of the war with the United States, the franchise of 
Senor de Garay became the property of Mr. P. A. Hargous, of New York, who, in con- 
nection with a company organized in New Orleans, assumed the rights and responsi- 
bilities of the Garay grant. After negotiations with the Mexican Government, and 
iiuavoidable delays, it was agreed that a I'ailroad would be more practicable than a 
canal. Accordingly a survey for a railway across the isthmus was made in 1851, 
under the direction of the late General J. G. Barnard, of the U. S. Army, who was de- 
tailed for that purpose. The surveys demonstrated that a railway would be feasible 
at a moderate expense, that the grades did not exceed 60 feet per mile except at the 



INTERNATIONAL AMERICAN CONFERENCE. 99 

Chivela Pass, where they were 116 feet per mile for the distance of 8 miles, and that 
the summit was 720 feet above the sea level. In 1857 the railroad project was re- 
sumed and a new survey was executed under the direction of Col. W. H. Sidell, U, S- 
Army, but owing to various reasons this line was never constructed. 

In 1870, the Tehuantepec Railway Company was formed in New York. Mr. Simon 
Stevens became its president, with the late Hon. Marshall Roberts as promoter. New 
urveys aud exploration were made, but the road was not built under this administra- 
tion. Upon a reorjranization of the company, with Mr. Edward Lamed, of Pittsfield, 
Mass., as president, and under a charter from the State of Massachusetts, a modified 
concession was obtained from the Mexican Government on June 2, 1879, to build the 
Tehuantepec Railroad. A subsidy of $7,500 per kilometer was included in the con- 
cession. The track was not to exceed 200 kilometers (124 miles) in length. 

TTnder Mr. Larned's management only 5 kilometers were constructed and the con- 
cession was declared forfeited for non-compliance with its conditions. 

In 1882 the Mexican Government made a contract with private individuals for the 
completion of the Tehuantepec line, and in January, 1883, the track was finished 
from the mouth of the Coatzacoalcos River to Minatitlan, a distance of 25 miles. The 
route of the projected railway is about 170 miles in length. 

The line runs due north and south, aud will traverse the southern portions of the 
States of Vera Cruz and Oaxaca. The adjacent country may be described as follows: 

The depth of the water at low tide is 13 feet on the bar at the mouth of the Coat- 
zacoalcos River, which is navigable for a distance of 30 miles. Placer gold deposits 
are said to exist in the interior of the isthmus, although the country has not been yet 
geologically explored. Large beds of asphalt also occur. The vegetable productions 
of this region are indigo, tobacco, sugar-cane, cocoa, cotton, coffee, Indian corn, 
vanilla, sarsaparilla, ginger, and India rubber. The terminus of the road will be at 
Salina Cruz, 3 miles west of La Ventosa, on the Pacific coast, which is considered a 
safe harbor. 

A telegram from the City of Mexico dated February 12 says that work on this road 
is making good progress, with over 2,000 men employed. Up to date 47 kilometers 
(29 miles) are completed from Coatzacoalcos on the Gulf and 80 kilometers (49.6 
miles) on the Salina Cruz or Pacific end. The great provisional bridge, 1,250 feet 
long, over the Tehuantepec River is finished. It will eventually be replaced by a 
more solid structure. 

Cardenas Eailway. — From Villa de Cardenas to El Ingenio, on the left bank of the 
Grijalva River, in the State of Tabasco. Completed 4 miles. 

A company has secured a subscription of $2,500,000 in London to its first preference 
stock to build a line from Tonala to a point on the Grijalva River, thus making an 
interoeeanic line. Surveys are now being made westward on the Pacific Coast from 
Tonala; a portion of the line to the eastward ias already been located. 

Ferro Carril de Hidalgo, from Irolo to Pachuca, 37 miles with branches from 
Teoloyucan to Tizayuce, 15 miles, aud from Tepa to Santa Maria, 9 miles, total 61 
miles and siding 2 miles. Gauge 3 feet. 

Ferro Carril de Monterey y Golfo, projected from Monterey to Tampico, about 400 
miles, 25 miles opened April 24, 1889, 100 miles to be completed July 1, 1889, the re- 
mainder to be builfc as rapidly as possible. A recent rei^ort says that track is 
laid 78.2 miles southeast of Monterey, and the branch line running northwestly to 
Venadito is being completed at the rate of 2 miles a day. 

Ferro Carril Nacional de Tehuaoan a' Fsperanza. — Chartered September, 1877. Con- 
struction begun July 1, 1878, completed and opened January, 1880. This road was built 
chiefly to carry the products of the country through which it passes. It is worked 
by mule power, the use of locomotives being very expensive and considered im 
practicable. Length of line 31 miles. Gauge 4 feet 8J inches. Total coat of road 
$350,000. Operating cost 65 per cent, of gross earnings. A concession has been 
granted to extend it 49.6 miles south of Esperanza. 



100 INTERNATIO:bfAL AMEillCAN CONFERENCE. 

Mitamoros and Matehuala. — It is stated tliat this road will soon be under construc- 
tion. It is to run from Tamaulipas via Villa de Mendez, Cruilla, Burgos, San Nicolas, 
Villagrau, Hidalgo, Victoria, Linares, to Matehuala. The country through which it 
passes is rich in minerals and timber and is capable of pi'oduciug large crops of 
cotton, sugar and tropical fruits. 

Sinaloa and Durango Eailway. — A concession was granted to Mr. Robert R. Symon 
and associates for the construction of a railway from the Port of Altata to Durango 
via Culiacan and Casala, with a branch to run down the coast from Culiacan (popu- 
lation 10,000) to Mazatlan. 

This road is completed to Culiacan, 38.5 miles The company's charter was amended 
in 1888, authorizing the construction of a road from Mazatlan to Guaymas, and 
promising a subsidy of $8,000 per kilometer, jiayable in 6 per cent, bonds. The cost 
of the completed portion was $1,102,269, of the equipment, $54,577. 

Michoacan and Pacific. — This road was opened for traffic from Maravatio to Angau- 
geo, 27.9 miles, on January 1, 1890, and will be opened to Las Trojes, 3 miles further, 
by March 1. The construction is to be continued towards Ignala. 

Nautla and San Marcos Baihvay. — Authorized from bar of Nautla, on the gulf be- 
tween Vera Cruz and Taxpan to San Marcos, on the Mexican Railway, 111 miles. 
Four miles have been completed of standard gauge. The concession, dated June 25, 
1881, granted a subsidy of $9,660 per mile. 

Puebla and Izucar de Matamoros Railroad. — From Puebla to Izucar, 37 miles, of 
narrow-gauge. The concession, dated May 6, 1878, granted a subsidy of $12,880 
per mile, or $480,000 in all. 

Vera Cruz, Anton Lisardo and Alvarado Railway. — From Vera Cruz to Alvarado, 34 
miles. The concession granted March 26, 1878, carried a subsidy of $12,880 per mile ; 
an extension having been authorized from the San Juan River to the Isthmus of Te- 
huantepec, 84 miles, makes this amount to $1,520,000 in all. 

The following concessions are said to have been granted and are likely to be carried 
out, either wholly or in jjart : 

(1) For a road from Deming, N. Mex., southward via Asuncion, Corralitos, Casaa 
Grandes, El Valle, and Santa Ana to Guerrero, east to Chihuahua, and west to Guay- 
mas Bay and Topolobampo. Surveys are being made along the route. 

(2) For a line from Matamoros to San Luis Potosi, to be of standard gauge and 
with a subvention of $8,000 per kilo. 

(3) From Matamoros to Bagdad. 

(4) To Gonzales Esteva for a line from Chamela, on the Pacific, to Aguas CaHente, 
and Guadalajara. The States of Jalisco and Aguas Calientes have granted subsi- 
dies of $2,000 and $3,000 r^er mile, respectively. 

(5) To General Felipe Cama-cho for a line from Tula via Pachuca and Enlancingo 
to Zacualtipan with authority to extend the line to Tampico or Tuxpan. The sur- 
veys are to begin at once, the construction within a year, and the line is to be com- 
pleted within four years. A subsidy of $9,000 per mile was given. Work has already 
begun and about 14 miles are nearly completed. 

General Palmer, president of the National road, says that the introduction of rail- 
roads has increased the revenues of the Government from eighteen to thirty-one 
millions a year. It is clear that railroads are going to have a profitable corner here, 
but it will have to be on a reasonable business basis. When the railroad people con- 
clude to reckon their subfddies as uncertain, for the present at least, and to count 
simply on the earning capacity of their property, they will be on a solid basis and in 
time a profitable one, too. 

The exi)euses of railroading in this hot climate are great. Wooden ties have but 
a short life, cracking in the dry season and rotting during the rainy months ; bridge 
timber and piles also wear out rapidly. Freight cars must be painted frequently to 
prevent drying and cracking, and even the substantial Pullman cars shrink under 
this exposure. Fuel constitutes a large item of outlay. Mesquit roots are burned on 
the Central road, pine cut along its route is used on f,he luteroceanic, and the Vera 
Cruz Comjiany feed their engines coal blocks brought from Wales as ballast. The 
decay of ties will in time necessitate a serious outlay on the Central road, for wood«n 



INTERNATIONAL AMERICAN CONFERENCE. 101 

Bleepers cost here $1 each. It is eyident that iron ties are a necessity in Mexico, and 
they are just coming into use. The climate tends to preserve the rails and iron 
bridges, provided the latter escape the torrents of the rainy season. The grades on 
the railroads are somewhat heroic, and the task of constructing road beds in this 
mountainous region is often gigantic* 

RAILROADS IN YUCATAN. 

Ferrocarril de Merida d Progreso, from Merida to Progreso, 24 miles. Federal sub- 
sidy, $9,660 per mile. Total cost, $800,000. Construction begun, July, 1873. The road 
was opened September 12, 1882. Gauge, 4 feet 9 inches. Soluta branch from Merida 
to Soluta, 30 miles. 

Ferrocarril de Merida d Peto, from Merida to Tiscal, 43.4 miles projected to Peto, 100 
miles in all. Concession was granted by the federal government to the governor of 
Yucatan March 27, 1878. After 2.5 miles had been built it was transferred to K. and 
O. G. Canton. The completed portion was opened May 5, 1885. It has a subsidy of 
$8,344 per mile. Gauge, 3 feet. 

Ferrocarril de Merida d Calkini, from Merida to Chochola, 21 miles ; projected to Cal- 
kini, 102 miles. Completed portion opened August 2, 1884; the remainder is under 
construction. Concession dated September 14, 1880, with subsidy of $8,344 per mile. 
Gauge, 3 feet. 

Ferrocarril de Campecke a Calhini, projected from Campeche to Calkini, 52 miles. 
Completed branches from Campeche to Pomuch, 39 miles, and from Campeche to 
Lerma, 6 miles. The main line is under construction. Gauge, 3 feet. Concession 
is dated February 23, 1881, and gives a subsidy of $9,660 per mile. Sole owner, Jos6 
Mendez Estrada, who issued to the State of Campeche fifty shares of stock of $1,000 
each in consideration of the concession. 

Ferrocarril de Merida d VallidoUd, projected from Merida to Valladolid, 106 miles, of 
which 22 miles from Merida to Motul City, were completed and opened July 22, 1888, 
the remainder is under construction branch from Conkal to Progreso, 19 miles, com- 
pleted. Another branch is projected from Cenotilla to Tizimin, 37.7 miles. Gauge, 3 
feet. Coucession dated December 15, 1880, with a subsidy of $8,344 per mile. 

The following concessions have been granted : 

(1) For a line from Cancel to Progreso, vrithout a money subsidy, the road to be 
finished in five years. 

(2) For a line from Izamal to Chan Santa Cruz. An extension to be built from Te- 
kanto to Izamal. 

One of the best built railroads in Yucatan is that owned by the brothers Rudolfo 
and Olegario G. Cantou, and named the Merida and Peto Railroad, and, as it may be 
considered a typical road of Yucatan, a general description of it may be of use. 

Its concession was consummated May 27, 1878, and the first rail laid a year later. 
The road is of 3 feet gauge, well built, and ballasted for the most part. The rails are 
of Bessemer steel (purchased in England), weighing 40 pounds to the yard, and rest- 
ing upon sleepers of " Chu cum," a very hard wood, as hard and heavy as lignum 
vitse. These ties, or sleepers, are placed 2 feet apart, fifteen to the rail length. The 
locomotives are four in number, all purchased in the United States. Five passenger- 
cars are now in use. Twenty-two box and platform cars carry the bulk of the traffic. 

Upon the line of the 68 kilometers (42 miles) now in actual operation there are 
eight suitable and thrifty looking stations, built of stone and mortar, well cared for, 
and very neat in appearance. 

The cost of constructing a road-bed in Yucatan is materially lessened by the level 
land surface. I know of but one natural depression necessitating a fill of over 25 feet 
upon any of the five railroads in Yucatan. The rocky plane that; for the most part 
covers the populated portion of Yucatan is of recent formation, being of soft, calcare- 
9U8 rock, and in traversing it the road builders sometimes find themselves literally 
breaking through, the percolating waters and other causes combining to form caves 
or ''cenotes" of varying magnitude, and covered with a crust of various degrees of 
thickness and strength. 

The above-described Merida and Peto Railroad has just had to grapple with and 

" * " Mesioo of To-day," by 8. B. GrUaB, 1888= 



102 INTERNATIONAL AMERICAN CONFERENCE. 

overcome a difficulty of this nature. While cutting the road through a small hill 
near the station ofHunabchen a blast suddenly opened the mouth of a gulf beneath, 
which luckily proved to be comparatively small and shallow, and with much labor 
was filled sufficiently to allow the work to proceed. 

I have collated the following data concerning the railroads of Yucatan. The amount 
expended can, of course, be considered as only approximately correct. Various rea- 
sons make it an impossibility to obtain the exact figures in dollars and cents.* (Re- 
port by Edward H. Thompson, U. S. Consul, Merida, Yucatan, February 15, 1888.) 

THE COAL-MEASURES OF COAHUILA. 

As the Republic of Mexico is generally regarded as barren in coal-measures of com 
mercial worth, a statement of what has actually been accomplished in the past throt 
years in proving the existence of extensive coal areas and in their development in a 
portion of the state of Coahuila will be of value. 

The region of country bordering the Rio Grande River, from above Eagle Pass to 
below Laredo, Tex., and extending westerly and southerly over 100 miles in the State 
of Coahuila, belongs geologically to the cretaceous period. In the Rio Grande region 
the coal-raeasares, as seen in the hills around Eagle Pass, Tex., and at Laredo, belong 
to the " Fox Hills group " in the classification of geologists. 

This Rio Grande coal belongs to the class of cannels or semi-cannel coals. Cannel 
coals are valuable for household and general use as fuel, either for heat or steam pro- 
duction, and also for the manufacture of gas or the distillation of oil, but are value- 
less for manufacture of coke. 

The Sabinas coal, as the Coahuila coal is called, on the other hand, is a highly bi- 
tuminous coal, yielding by analysis from 60 to 70 per cent, carbon, and produces an 
excellent grade of coke admirably adapted to all smelting purposes, whether of iron 
or the ores of the precious metals. 

The extent of the coal areas in the State of Coahuila is not yet definitely deter- 
mined, and hence this report will be limited to a general description of the coal areas 
that have been explored and are now being actually developed by the companies rep- 
resenting American capital, the Coahuila Coal Company and the Alamo Coal Com- 
pany. These companies jointly own about 51 square leagues of territory, or about 
220,646 English acres. This immense area is traversed bj'' the track of the Mexican 
International Railway, and embraces a large portion of the valleys of the Sabinas 
and Salado Rivers. 

Sabinas station, on the Mexican International, is 73 miles from the Rio Grande 
River at Piedras Negras, and has an altitude above sea-level of 1,116 feet. 

From Sabinas there is a standard-gauge railroad 13 miles to the coal mines at San 
Felipe and Hondo, where the coal companies have their main works. Here are 
offices, store- houses, miners' quarters, mining machinery, and all appliances for mining 
and shipping coal in large quantities. Explorations over this large area by pros- 
pecting shafts and the diamond drill have conclusively demonstrated that two, and 
perhaps three, coal horizons underlie this tei-ritory. The uppermost in the geological 
series of these coal formations is known as the "Laramie group," and the one that 
belongs immediately beneath it is the Fox Hills group. 

The Laramie and Fox Hills groups are well-known coal-beariug formations in 
Colorado, Utah, and Wyoming. 

In Coahuila coal formations the same conditions are found to exist as in all other 
western coal formations. 

The entire region appears to have been disturbed by some convulsion of nature, so 
much so that the coal horizons, instead of lying in horizontal planes, can be more 
accurately compared to an undulating inclined plane. The disturbing cause or 
force seems to have been exerted along a path from south-southwest to north-north- 
east, leaving the ridges and depressions running nearly west-northwest and east- 
southeast, and hence at many points the strata have been greatly disturbed and 
broken up and faults occur in the continuity of the coal-bed. 

At some points the strata are nearly horizontal and in close proximity; have 
changed to an inclination of from 30 degrees to 40 degrees. Other peculiarities of the 
formation were caused, probably, by forces at work simultaneously with the deposi- 
tion of the coal material. The district was doubtless acted upon by swift currents of 
water that washed away portions of the vegetable material (basis of future coal) and 
clays were deposited in its stead. 

Subsequently other coal material was deposited over the clays, and clays in pro- 
cess of time changed to argillaceous shales. These shales, representing what coal 
miners call a "horse," where uo subsequent deposit of coal material was laid down, 
only a thin scale of coal will be found. Hence coal mining in the western coal 

* The tJkWe hp.p pot Ijeen copied. — G. A. Z. 



INTERNATIONAL AMERICAN CONFERENCE. 103 

formations in Utah, Colorado, and Wyoming, in tlie United States, and here in 
Coahuila, is subject to about the same conditions, viz., varying thickness of the coal- 
beds, even within short distances, and to greater or less variation in the quality of 
the coal within equally circumscribed limits. The variation in thickness may ex- 
tend even to an entire absence of coal from certain portions of the bed, and variation 
in quality may range from line coal to merely carbonaceous shale. These varying 
conditions in thickness and quality necessitate careful explorations with the diamond 
prospecting drill. This has been very exhaustively performed over large areas by the 
coal companies established at San Felipe and Hondo. 

The Laramie strata can be traced along the north side of the Sabinas Valley, a dis- 
tance of nearly 40 miles, beginning a few miles above Sabinas station of the Mexican 
International Railroad and extending southward down the valley. 

On the south side of the River Sabinas, some 20 miles from Sabinas station, 
coal croppings are found in strata equivalent to the Fox Hills group. 

As coal of either the Laramie or Fox Hills age, or both, is well known to exist in 
Colorado and New Mexico a,long the eastern slopes of the mountains, it is evident 
that there is a belt of these two coal-bearing formations extending nearly or quite 
continuously from the valley of the South Platte in Colorado to the State of Nuevo 
Leon, Mexico, The coal at Sabinas is the only coal found anywhere in northern 
Mexico suitable for iron smelting and kindred metallurgical processes. 

At many points on tbe Sabinas River thick beds of argillaceous shales occur, mixed 
with alternate layers of iron-stone. This 'iron-stone, it is believed, will some day 
prove of immense value for manufacture of pig-iron. 

The argillaceous iron-stone of the Sabinas region, the mountains of magnetic iron 
ore in the neighborhood of Monclova, and the limestone found all over the country, 
in connection with the Sabinas coal and coke, comprise all the materials and requi- 
sites for the manufacture of iron. 

The extension of the Mexican International Railroad to Durango will bring Sabi- 
nas coal and coke to the famous iron mountain of Durango. 

When one considers that save at the Sabinas coal mines no coal is anywhere mined 
in all the territory of Mexico, and bearing in mind, too, the equally important fact 
that Sabinas coal produces a fine grade of coke, the immense value of these coal mines, 
now producing over 8,000 tons of coal per month, to Mexico is apparent. This coal 
is sold to the Mexican International and Mexican Central Railways, shipped to the 
City of Mexico, and about 3,000 tons monthly is exported to the United States at Pie- 
dras Negras for the Southern Pacific Railway. 

The development of iron manufacture, that is, producing pig-iron from iron ores, 
and of the thousand attendant industries, will be of incalculable benefit to Mexico, 
as at present Mexico purchases all her iron and iron manufactures. 

It is quite possible that the full development of the iron industries of Mexico, now 
for the first time made possible, or even probable, by the demonstrated fact that coal 
yielding an excellent coke exists in inexhaustible quantity in the Sabinas region, 
will prove of greater value to Mexico, will contribute more to the real comfort and 
well-being of her people, and add more to the real greatness and wealth of the Mexi- 
can nation than have her immense resources in the precious* metals. 

So to-day in the United States the united industries of coal and iron add more to 
the national wealth, strength, and prosperity than does the total yield, immense as it 
is, of our mines of the precious metals. (Report by Eugene O. Fech6t, U. S. consul, 
Piedras Negras, December 6, 1889.) 



CENTRAL AMERICA. 



The present independent Republics of Guatemala, San Salvador, Honduras, Nicara- 
gua, and Costa Rica constitute wliat is known as Central America — a territory extend- 
ing between 8° 10' and 19° 20' north latitude, and between 82° 25' and 92° 30' west 
longitude. In length it measures between 800 and 900 miles, while its breadth varies 
from 30 to 300 miles. No competent survey has ever been made of this country, and 
even the coast line is not always correctly laid down on the best charts. Maps have 
been made at haphazard in most cases, and very few positions have been successfully 
determined. Government surveys along the lines of proposed canals or railways have 
not extended beyond a narrow line, usually in low regions remote from important cen- 
ters. Dr. Franzius has published a very excellent map of Costa Rica ; but most of 
the so-called maps published by or under the authoriy of individual republics are 
of no scientific value, the course of the principal rivers and tiie direction of the main 
mountain chiiins being unknown. To illustrate the uncertain geography of Central 
America, let me give the extent and population, as published by three authorities : 
I. Lippincott's Gazetteer; II. Whittaker's Almanac, and III. the "Geografla do 
Centro America " of Dr. Gonzalez : 





I. 


n. 


m. 


States. 


Square 
milea. 


Popula- 
tion. 


Square 
miles. 


Popula- 
tion. 


Square 
miles. 


Popula- 
tion. 




40, 777 
7,355 
47, 090 
58, 000 
21, 495 


1,190,754- 
434, 520 
351, 700 
263, 000 
180, 000 


40, 776 
7, 335 
39, 600 
58, 170 
26, 040 


1, 500, 000 
554, 000 
300, 000 
300, 000 
200, 000 


50, 600 
9,600 
40, 000 
40,000 
21,000 


1,200,000 




600, 000 




400, 000 




275, 816 




200, 000 








174, «597 


2, 392, 974 


171, 921 


2, S54, 000 


161, 200 


2, 675, 816 



Without surveys and without a proper census of the Indian tribes no scientific 
description of the country can be given. Humboldt's theory of an Andean cordillera 
has been disputed, and his mountain chain has proved to be a confusing (but not 
confused) series of mountain chains. 

Whatever has been the process by which this essentially mountainous country has 
been formed, we have at present at its northern boundary the high plain of Auahuac, 
extending from Mexico (where it is interrupted by the Isthmus of Tehauntepec) 
through Guatemala; of somewhat lower level in Honduras and Salvador, sinking lo 
almost sea level in Nicaragua (154 feet) ; and rising again in the Altos of Veragua to 
about 3,250 feet. This main range has its axis much nearer the Pacific shore and 
almost parallel to it, being in Salvador, distant 75 miles, and in Guatemala (Totoni- 
capan), only 50. Towards the Pacific the slope is steep, interrupted by many vol- 
canoes; while ou the Atlantic side the gently terraced incline is broken into sub- 
sidiary ridges extending to the very shores. In the oceanic valleys and along the 
coast are the only lowlands of Central America.* 

Among the important rivers of Central America are the Usumacinta, which flows 
into the Gulf of Mexico, and is navigable many miles through a singularly fertile 
country. The swift Chixos, the Rio de la Pasion, and the almost unknown San Pedro, 
unite to form this " child of many waters." 



' Gautemala," by W. T. Brigham, 1887. 



104 



INTERNATIONAL AMERICAN CONFERENCE. 105 

The Rio Polochic and Motagua in Guatemala, tlit Segovia, Rio Grande, San Juan, 
etc., flow into the Caribbean Sea. Those flowing into the Pacific are short in length, 
except perhapa the Lempa in Salvador. 

Of the lakes, the most important are Nicaragua and Managua, Izabal and Peten, 
500 feet above sea-level, Atitlan (5,110 feet), Amatitlan (3,890 feet), Cartina, Laguna 
de la Cuba, and Lago de Guija. 

The country in general is divided into three zones : the hot, the temperate, and the 
cold. The^rs< is along the coast, extendingto about3,000 feet in height; the temperate, 
that of all the plateaus between 3,000 and 6,000 feet, contains the greater portion of 
the population ; and the cold, above the latter height. 

The seasons are two : the wet extending from May to November, and the dry dur- 
ing the remainder of the year. The range of temperature throughout the year is not 
over 17 degrees. On the Pacific side there is less rain than on the Atlantic, but the 
streams become torrents everywhere during the rainy season. The climate, except 
aloug the coast, is healthful, and the soil is rich in all tropical productions. The 
precious metals are found in abundance and many other ores occur. All our sugar, 
coffee, chocolate, rice, India rubber, etc., should come from Central America. 

GUATEMALA. 

The largest part of Guatemala consists of an elevated table-land, a continuation of 
the plateau of Yucatan, and whose mean altitude is about 5,000 feet. The climate of 
the elevated region is very agreeable ; aloug the coast it is hot and moist. 

This State is very rich in resources, which as yet have been little developed ; gold, 
silver, coal, iron, lead, and marble are found. There are upwards of oue hundred kinds 
of timber trees. Other products are coffee, cochineal, maize, frijoles, rice, wheat, in- 
digo, cocoa, sarsaparilla, tobacco, sugar, vanilla, chile, and many fruits. 

The rain-fall on the coast is about 150 inches during the rainy season. 

Santo Tomas is one of the best ports of Central America, affording anchorage close 
to shore for large ships. 

An excellent idea of the topography of this country can be obtained from the map 
in the report of the French expedition of 1868. The table-land is intersected by deep 
valleys running in various directions. 

The greater population is on the table-land, because the coast is so unhealthy. The 
entire population is about 1,400,000, of which 59,039 are in the city of Guatemala, 
20,000 in Antigua, 25,000 in Quezaltenango, etc. 

Guatemala has a good system of roads ; stages ply between Guatemala City, Antigua, 
and Quezaltenango, but travel across the country from east to west must be carried 
on by saddle. 

The coal, which is bituminous and very rich, is found in the department of Izabal. 

RAILWAYS. 

Champerico and Northern, from Champerico to Retalhuleu, 27 miles, opened July, 
1883, projected to San Felipe, 16 miles farther. It has recently been purchased by 
native capitalists. The total amount of coffee moved by this road in the year ending 
June 30, 1887, was 16,873 tons. The imports carried were 3,015 tons. In volume 27, 
Consular Reports, United States, page 262, will be found a complete description of 
this road. The gauge is 3 feet, with maximum grades of 3 per cent, and minimum 
curvature of 4 degrees. 

lerro-earril del Norte de Giiatemala, projected from Puerto Barrios to Guatemala City, 
185 miles ; 4 miles were constructed from Santo Toraas in 1^83. The Guatemalan Gov- 
ernment has recently entered into a contract with M. Henri Louis Felix Cottu for a 
loan of $21,312,500, for the construction of a railway from Guatemala City to Santo 
Tomas, about 135 miles, and agreement on the part of Mr. Cottu to transfer the Gua- 
temala Central Railroad to the Republic of Guatemala. Ttis contract also calls foi 
9 



106 INTERNATIONAL AMERICAN CONFERENCE. 

the building of a Tvliarf at Saato Tomas ; the total cost of road and wharf is fixed at 
$10,000,000. Surveys are to be commenced in six months, and the construction in one 
year. A copy of the contract is issued by the Bureau of Statistics, State Department. 

Guatemala Central, from San Jos6 to Guatemala City, 71.8 miles. Gauge, 1 meter; 
maximum grade, 4^ per cent. This line is subsidized by the Guatemalan Government 
to the esteut of |100,000 per annum for twenty-five years. The completed road waa 
opeucd in September, 1884. It is thoroughly built and -well ballasted. The cross- 
ties are partly native wood and partly California redwood. 

A branch to La Antigua is projected. The total cost of the completed line was 
$2,500,000. The highest elevation reached is 5,010 feet. 

It is reported that this road has recently been purchased by American capitalists, 
along with the franchise previously obtained by Mr. Cottu. 

Surveys are in progress for a railway to run from Guatemala City to a connection 
with the Mexican Pacific Railroad at the Mexican border. 

The railroad system of Guatemala includes two short lines of track — one of them 
reaching from San Jos6, the principal Pacific port, to the capital, 72 miles, and the 
other Iroui Charaperieo, a few leagues northward, to the coffee plantations of the in- 
terior, about 22 miles. Both are useful factors in the development of the country ; 
but more important ro the commercial interests of the United States is the proposed 
line which is intended to connect Port Barrios, on the Caribbean Sea, with the capi- 
tal and the Pacific, thus shortening the transportation distance from Guatemala to 
the trade centers of onr own country by several thousand miles. This railroad has 
been contemplated for many years, and a liberal concession was made by the Gov- 
ernment to citizens of the United States for its construction; but the grantees after 
several extensions of their privilege, have finally abandoned the project, and the 
Government is doing a small amount of work upon it without much encouragement for 
its completion. Labor is scarce on the Atlantic side of the continent and the climate is 
very severe ; few laborers being able to endure the miasm which constantly arises from 
the jungles along the coast. Lastfall several ship-loads of white and colored laborers 
were imported from New Orleans to do the grading, but the experiment was disas- 
trous, resulting in a frightful amount of disease and mortality, so that the United 
States consul-general was obliged to appeal to the Government for a naval vessel to 
carry the sick back to their homes. But the present engineer-in-chief states that a 
recent acquisition of negroes experienced in railroad building has been found very 
efficient audtbe laborers have very good health. The importance of the line to Ameri- 
can commerce leads to the hope that all obstacles to its speedy completion will be 
removed. 

The country along the Atlantic coast is rich in tropical vegetation, and would be 
rapidly developed if means of transportation were afforded; but the difficulties already 
encountered make the outlook somewhat discouraging. 

The railroad from San Jos6 to Guatemala City has been in progress of construction 
for five years; the concession being originally granted to a native by whom it waa 
transferred to General Butterfield, of New York. The latter completed the line as far 
as Escuintla, a town 25 miles from the coast, which has long been the center of a 
large, thickly settled and finely cultivated area, producing valuable crops of coffee, 
sugar, cocoa, cotton, and other tropical j)roduct3. There are 500 miles of wagon-roada 
reaching Escuintla, and the town has always been a market of great importance. 

General Butterfield abandoned the railroad at this point, when its completion was 
undertaken by a syndicate of capitalists from the Pacific coast, who laid the last rail 
and opened it to commerce in August, 1884. Although constructed through a mount- 
ainous country, with an average grade of 4 per cent., the road will compare well with 
any narrow-gauge line in the world, and is probably the best in Central America. It 
is laid with steel rails upon hard- wood ties, many of which were imported; is firmly 
ballasted, and its many bridges were constructed with regard to permanence and 
safety. The equipment of the road appears to be amply sufficient, its station-houses 
are commodious structures built upon modern plans ; its management is cotirteous, 
liberal, and enterprising, and this institution, most important to the commercial 
welfare of Guatemala, is in all respects a credit to the Republic and the citizens of 
California, whose energy and cajiital carried it through. By giving as low rates of 
freight as the cost of construction will permit, and by a studious regard for the in- 
terests of their shippers the managers of this road have done much to facilitate com- 
merce and cheapen the coot of imported goods. 

The other railroad from Champerico to Rotalhuleu has brought life in a similar 
manuer to a valuable section of tlie country, and has very largely increased the pro- 
ductive area of the department through which it runs. This road waa also con- 
structed by the citizens of the United States and has proved remuneratiye to its own- 



INTERNATIONAL AMERICAN CONFERENCE. 107 

en. The port cf Champerico lias the largest export of coffee in Central America, bnt 
the importation at San Jos6 is greatly iu excess. 

It is a plan to extend the Cliamperico Railroad farther into the interior, and a few 
years will probably see it done. In this connection it may be stated that the exten- 
sion of the Mexican system of roads into Central America is by no means a difficult 
or impracticable scheme. The commission has taken pains to secure the information 
of the character of the country to be traversed, the difficulties and expenses of con- 
struction, the probable result such a road would bring to commerce, and is strongly 
of the opinion that such an undertaking, even if it were can ied as far as the Isthmus 
of Panama, would result in ultimate benefit, not only to the communities through 
which it would pass, but to the commercial interests of the United States. (Report 
of South American Commission, page 182.) 

First, we discussed a road from Livingston to Coban, to open the coffee region ; 
and as we were fresh from the very route, we tackled the problem unhesitatingly. 
The road, we decided, should run up the coast towards Cocali, turn through the 
forest 6 miles to Chocon, crossing the Chocon River on a single span, then over the 
smaller Rio Cienega and along the north shore of the Lago de Izabal, then a little to 
the northward of the Rio Polochic, bridging the Cahabou near the limestone ledges 
east of Pansa, thence through Teleman, and by nearly tlae cart-road route to Coban. 
Perhaps 125 or 130 miles in all, of single track, would result in quadrupling the 
coffee export of Guatemala. It would then be profitable to raise more of the delicious 
oranges of Teleman, oranges such as Florida can never raise; the mahogany of the 
Cienega and Chocon could be marketed ; and all Alta Verapaz be a plantation of cof- 
fee and fruits. More than this, the road would pay from the first through train. 
Before us on the west coast was the sugar and cacao region — that land that pro- 
dxices the royal chocolate, which oatside barbarians never get, but which might be 
raised very extensively from Soconusco eastward if a r.aiIroad should be built over 
the level lands from Escuintla to Retalhuleu, and Ocos. A road from Guatemala 
City through Salami to Coban would not only open the rich sugar estate of San 
Geronimo, but connect the capital with the Mexican system, which will probably go 
to Coban eventually. At Belize the English are trying to build^a road inland to 
Peten to open the logwood and mahogany forests, and they need a road along the coast 
to open the settlements that now have no outlet save by water. A hundred and forty 
miles at the outside would connect Belize with Livingston. The roads in Honduras 
will extend between Trujillo and Puerto Barrios, there connecting with the North- 
ern Railroad of Guatemala. Not one of these projected lines presents any very 
difficult engineering problems. The financial question is the only obstacle; and 
with the exception of the first two — both coast roads, and of simple construction — they 
would not pay for a few years. (Brigham's Guatemala, page 1G8.) 

HONDURAS.* 

This is the third Republic of Central America, and its resources are almost 
wholly undeveloped. The A^^ast plains of Comayagua and Olancho are covered with 
excellent grass, and pasture large herds of cattle. The forests, which occupy much 
of the Atlantic coast region and the lower mountain slopes, abound in mahogany, 
rosewood, cedar, etc. In mineral wealth Honduras easily outranks all her sister Re- 
publics. Silver ores are exceedingly abundant, chiefly on the Pacific slopes. Gold 
washings occur in Olancho, antimony, tin, and zinc have been reported. 

Of the cities one of the most important is Tegucigalpa, the capital, in the midst of 
a plain 3,000 feet above the sea and surrounded by a mining region. Its population 
is about 12,000. The population of Comayagua is 10,000. 

Puerto Cortes has a good port, and the Gulf of Fonseca is an excellent harhor, the 
finest on the Pacific coast of Central America. 

RAILWAYS IN HONDURAS. 

A narrow-gauge railway extends from Puerto Cortea to San Pedro Sula, 69 miles, 
but is operated only to St. Jago, 37 miles, the remaining 32 miles being useless, be- 
cause of tha destruction of an iron bridge over the Chamelicon River. It was orig- 
inally projected to the Gulf of Fonseca (Amapala), under the name of the Hondiirat 

* The laiid l»yn of Honduras are given in the Consular Bepoita of United States, No. 105, page 15S. 



108 INTEKNATIONAL AMERICAN CONFERENCE. 

Mailway, and "was to be about 200 miles long, with a maximum elevation near the cen- 
ter of 2,850 feet. The present line has a traffic of about $1,250 a month. 

The Honduras Central is projected from Truxillo to Jutecalpa, 200 miles, and thence 
to the Gulf of Fonseca. The concession is owned by a New York syndicate. 

In July, 1884, the Honduras North Coast Eaihvay and Improvement Company TeceWed 
a concession accompanied by a land grant, estimated at l,u00,000 acres, for a line from 
Truxillo to Puerto Cortes, about 1.^0 miles, with power to extend to the Guatemala 
boundary line. The gauge is 3 feet ; the construction began July 8, 1885. 

The Truxillo and Roman River Railway is projected from Truxillo to Roman River, 
20 miles, with power to extend up the Arenal Valley. 

HONDURAS INTEROCEAJNIC RAILWAY. 

One of the great questions of the time is that of effecting interoceanic communi- 
cation across the American Isthmus, and thus opening to the world the most impor- 
tant highway for the trade and commerce of all countries. This vast problem has not 
only occupied the atterition of our time, but it has also occupied the attention of the 
past. King Philip II, of Spain, M'ith all the wealth of the Indies at his command, 
sought, but failed, to accomplish this great work; audits importance to the world 
was known and discussed long before that early period. 

One of the possibly practical solutions of the great problem is, it seems, about to 
be undertaken by the construction of a railway across the Republic of Honduras, 
from Puerto Cortes on the Atlantic to Amapala on the Paciiic. An English syndicate 
during last year obtained a concession to build this interoceanic railroad, and organ- 
ized in London with the title, capital, conditions, and objects, so succinctly set forth 
in the following notice published in the Financial News, of London : 

" Honduras Railway Company, limited. — Registered by Johnson, Budd & Johnson, 
100 Winchester House, E C. The capital of the company ia £8,000,000, divided 
into 200,000 shares of £12 each, and 72,000 shares of £50 each, which are created to 
enable effect to be given to clause 3 of the memorandum of association, and into 
20,000 of £100, with power to issue any of the 20,000 shares of £100 each, and any 
new shares upon such terms as to preference or otherwise, as the company in general 
meeting may direct. The objects for which the company is established are to ac- 
quire, complete, construct, maintain, .and work a railway or railways across the ter- 
ritory of Honduras, from Puerto Cortes, on the Atlantic, to some point in the Gulf of 
Fonseca on the Pacific, and all or any modification of those works, and all such rail- 
ways or other works as may be authorized by any concession or decree of the Republic 
of Honduras authorizing the execution of any railway, or railways, or public work 
iu the said Republic, and to develop traffic or operations thereon or in connection 
therewith ; to acquire the concession or any interest in the concession for the said rail- 
way or railways, or any other concession or concessions for railways or public works in 
the Republic of Honduras which the company may decide to acquire, and to accept 
any liability ; to offer to the holders of bonds of the Republic of Honduras ordinary 
shares of the company, fully paid up, in exchange for and against delivery and trans- 
fer to the company of such bonds, and also to purchase and otherwise acquire any 
railways or other works in Honduras which shall at the time of such purchase or 
acquisition have been wholly or partially constructed ; to acquire, complete, con- 
struct, maintain, and work any roads or lines of telegraphs, docks, wharves, quays, 
jetties, warehouses, telegraphs, buildings, or operations of navigation or mining, or 
other operations authorized or demanded by any such concession or concessions as 
aforesaid, or which it shall be deemed advantageous or convenient to establish or 
work iu connection with what shall be so authorized or demanded, and generally to 
do such acts and things, the doing of which shall be within the scope or be deemed 
calculated to develop the advantages of any such concession or concessions." 

This venture had so faltered and wavered and even failed, until the stipulated 
time had expired, that it engendered a general belief that the concession, like many 
others, would prove a fiasco. But extension of time was obtained, and the syndi- 
cate sent a corps of engineers to make examinations, which are now concluded ; 
and the chief of engineers, Mr. Lee Smith, remained here at the capital until last 
month arranging with the Government, to his satisfaction, some minor details, and 
he is now going away, leaving the assurance that the I'oad will be completed within 
three j^ears. 

What a pity this great work will not owe its completion, as it does its design, to 
American genius and enterprise. If our people are to lose by failing to grasp the im- 
portance of the enterprise, it is not the fault of their Government or representatives 
hero, for all necessary information thereon was given years ago by Mr. E. G. Squiers, 
whp was then our charg6 d'affaires in Honduras, and 'sho designed this road %|id 



INTERNATIONAL AMERICAN CONFERENCE. 109 

publisli-ed to tlie world its superior advantages over all others for a transisthmian 
railway. In addition to the foregoing published and public facts, I have done my 
best to draw the attention of our railroad capitalists to the urgent need of trans- 
portation facilities in this country and to profits from investments for railroads. Mr. 
Squiers has perhaps given this subject more study and investigation thananyother 
person, and he estimated the cost of the road to be not necessarily more than 
$7,000,000, and that the road would pay for itself within the first four years If this 
is anything near the truih, some of our capitalists will regret that they have let the 
opportunity slip of building this road, as it would not only have increased their fort- 
unes, but would have gained them the title of public benefactors and the gratitude 
of the people of this Republic, where the want of railroad enterprise is so severely 
felt and the help of capitalists so much needed and sought. 

When it is considered how this important question of interoceanic communication 
has been so long and continuously agitated, it is not a little surprising that there has 
never yet been but one way actually constructed, and that the little railroad crossing at 
Panama, and especially since the advantages of the Honduras route have been made so 
clearly evident. The Panama road cost twice as much per mile as Squiers's estimate 
of the cost per mile of the Honduras road, and yet it is certain that the Panama road 
has yielded rich returns for the capital invested. The Honduras route will be not 
only cheaper in construction, but cheaper in operation. It has better ports, easier 
facilities for embarkation and debarkation, better sources of supply, a healthier cli- 
mate, and is shorter in distance and in time between the great commercial centers of 
the world. 

As it is now probable that the road will be built under the aforesaid concession, I 
herewith forward official copy of the same, but without translation. Its most note- 
worthy feature is the vast amount of land it grants, thus enabling the syndicate to 
establish a large British colony in Spanish Honduras, which was done in what is now 
known as British Honduras, and which resulted in making the latter a dependency of 
Great Britain. It is not likely that this country can ever be made a dependency of 
the British Government either as a proteg6, as Cromwell so early extended his British 
protectorate over that part of old Yucatan now known as British Honduras, or as a 
part of the present colonial system of England. (Report of Consul Herring, Teguci- 
galpa, November 25, 1888. ) 

TRANSPORTATION IN HONDURAS. 

Progress in Honduras, not only commercially but in every way, is greatly retarded 
by lack of facili ties for transportation. To remedy this difficulty the Government has 
been carrying on a work designed to give this Republic a complete system of good 
wagon-roads. The first link in this chain of communication — a broad, smooth road 
of easy grades — was completed two years ago. It connects Tegucigalpa, a city of about 
12,000 inhabitants, with the ports on the Bay of Fonseca, some 90 miles away, and 
there with the vessels of the Pacific Mail Steam-ship Company, which regularly ply 
between San Francisco and Panama. This road is of great benefit to the trade of 
Tegucigalpa, the capital of the Republic, as it affords for the first time within the 
period of modern history means for comparatively easy and cheap transportation of 
goods from abroad, and of the produce for which these goods are exchanged. Soon 
after this road was finished another was constructed, connecting Tegucigalpa with 
the mining camps of the mineral district of Yuscaran, 45 miles distant. Over this 
new highway the mining companies have hauled large and heavy castings, which 
could not have been carried over the old trails at a cost within the bounds of reason. 
Within the last year another wagon-road has been completed from Tegucigalpa to 
the rich Rosario mine, at Sanjuancito, a distance of over 20 miles. And, by the way, 
a telephone line from Sanjuancito, via Tegucigalpa, to San Lorenzo, on the coast, 
near Amapala, is just finished by the enterprising Americans owning the Rosario 
mine. Within the last year another wagon-road has been constructed by Capt. F. M. 
Imboden, an American, who built the two first mentioned. This road extends from 
Tegucigalpa to the city of Comayagua, which was long the capital of the Republic, 
and is now, of all towns in the country, only second in size to Tegucigalpa, and is 
two days' journey away. The intention is to continue this road through the valleys 
of Comayagua, Espiual, and Sulaco to the terminus of the railroad, at San Pedro 
Sula, 37 miles south of Puerto Cortes, on the north coast. This road is of the highest 
importance. 

As far back as 1539, when this country was under Spanish rule, the governor of. 
Honduras addressed a letter to the then Emperor of Spain advising the construction 
of a road over this same way to the Bay of Fonseca and representing that this was 
the best route that could be obtained for the transportation of goods and persons 
from Spain to Peru and other points on the Pacific Ocean. Most of the correspond- 
ence with people in the United States and Europe, with British Honduras and the 
West Indies, passes over this route ; and many, if not most, of the visitors from the 



110 INTEttNAtiONAL AMERICAN CONt'EtlENCi!;. 

United States to the seat of government here come by way of this road, through 
Comayagua. One reason for this is found in the fact that the only steamers making 
trips regularly, on fixed dates, between the United States and the north coast of 
Honduras run from New Orleans and Puerto Cortes. Another reason is that this 
route to the north, via Comayagua and Puerto Cortes, is much cheaper and more di- 
rect than is any other between Tegucigalpa and points in the States east of the Mis- 
sissippi or in Europe. Mail from central cities of the United States, as Chicago, St. 
Louis, or Cincinnati, reaches Tegucigalpa in sixteen to twenty days if sent by way 
of New Orleans and Puerto Cortes, while that sent from New York or San Francisco 
requires from twenty-one to twenty-six for its transmission. 

It will be seen that this road to Comayagua forms a link in what will be a chain 
of roads reaching from Puerto Cortes on the north coast, and only 900 miles from New 
Orleans, to La Brea on the south, some 1,670 miles south of the latitude of San Fran- 
cisco. Connected with lateral branches to be made through the large and fertile 
valleys of the Salaco, of the Chamilicon, and the Santa Barbara Rivers, this system 
will not only afford comparatively easy and quick communication between Atlantic 
and Pacific ports, but it will also furnish an outlet for the products of three great 
valleys and of the countless fertile meSas and hill-sides and valley farms, naturally 
tributary to the large valleys. 

From Comayagua to Puerto Cortes the road follows the lines selected, after careful 
survey by American engineers, as a route for an interoceanic railway from Puerto 
Cortes to Fonseca Bay. From Comayagua to Tegucigalpa the road is a departure 
from the proposed railway route, but it is evident that there would be little difficulty 
in constructing a railway where a wagon road of easy grades and curves has been 
made. Honduraneans and Americans having interests in this country are anxious 
for this railway to be built. The Government has offered most liberal terms to sev- 
eral parties who have proposed to build such a road. Several contracts have been 
made for that purpose, but so far nothing has been done in its construction since the 
completion of the short road of 37 miles from Puerto Cortes to San Pedro, and this is 
yet the only railroad in this country. The greatest obstacle in the way of this much 
desired interoceanic railroad is a contract that was made for its construction many 
years ago with an English company who built the 37 miles of road referred .to and 
then abandoned the work, leaving the Government bound for a large debt of bonds 
issued for the company in the hope that the entire road would be completed under 
the contract. This railroad debt amounted, with interest, to $32,500,000 in July, 
187."), and no part of it has since been paid, and the interest on it has been accumu- 
lating at the rate of 10 per cent, per annum. It is believed that this debt is now 
bought up and held by a few capitalists, principally in London and Paris, and 
could be compromised or adjusted on very easy terms to be paid at a small per cent, 
of the face value of the bonds. At any rate, until this obstacle is in some way re- 
moved, there seems to be no cause to hope for the construction of this great high- 
way, the advantages of which to Honduras, and, as a transisthmian route, to the * 
whole world, have been clearly made known by Mr. E. G. Squiers, formerly United 
States charg6 d'affaires to Honduras. — (Consul Herring, Tegucigalpa, Honduras, 
June, 1889.) 

MINING INDUSTRY OF HONDURAS. 

The interest and activity of gold and silver mining have been rapidly on the in- 
crease since the last report on the subject from this consulate. In the twelve months 
preceding this there have been denounced* under the mining laws more veins than 
any four years of the past. There i8 no record yet compiled, nor likely to be for a 
year, showing the number of mines so denounced, but I am assured by the chief of 
the mining bureau that this number may be safely put down as not less than one 
thousand. This shows a notably confidence of this people in the future mineral 
wealth of therr country. The denouncements are mostly made by the natives. For- 
eigners usually ask for concessions from the supreme Government. At the last report 
there were not over thirty stamps in operation, now there are over a hundred. 
Within the last twelve months the Rosario mine, at San Juanito, has declared its 
first dividend. It is the pioneer of about a dozen of non-active American companies, 
and is the first and only one of them that has paid a dividend up to date. 

Since last report the Government has created a mining bureau, which may be ad- 
dressed by any one abroad desiring information upon the minerals or mining indus- 
try of the country. There has been established an assay office, which is attached to 
this bureau, and in which are kept for public exhibition and for study and reference 
a collection of many specimens of geological and m'u.iralogical formations of the 
country. There are also now a government geologist and an inspector-general of 
mines. And, furthermore, there is in contemplation a national school of mines, 
which will perhaps be in operation some time during the coming year. Such facts 

*To d«noiinc« mines in Hondura!) meftns to take up or enter. 



mtESNATlONAL AMERICAN CONPERENC*!. Ill 

show that the government as well as the people have a growing faith in the mineral 
resources of the country. Keeping pace with this increasing interest in mineral de- 
velopment, a Honduras mining syndicate was formed at Tegucigalpa in June last for 
the purpose of buying and selling mineral properties, exploring and working old 
veins, and discovering new ones. 

Although the mining industry as operated under the modern system of improved 
machinery is but in its infancy in Honduras, yet recent evidences of the power it is 
destined to wield in the development of this country are seen in mines that have been 
raised into most valuable properties since its introduction. It is gratifying to add 
that most, and perhaps all, of such improved machinery comes from the United 
States, and the increasing demand for the same will doubtless continue to be sup- 
plied by the manufacturers of our country. 

No doubt what are thought to be the best of the old mines are already taken up, 
but there are ctili other good mines that may be denounced under the mining laws, 
purchased reasonably, or a controlling interest obtained in same by simply placing 
the necessary machinery upon the grounds. There are also many mines of low-grade 
ores which can not now be successfully worked, and command hut little if any at- 
tention, which will be gladly seized upon when transportation facilitiea become as 
they should, and, therefore, as they will be, and especially since exceedingly low- 
grade ores, worth far less than these, can be successfully worked. 

Whether these mines are as valuable as those in the United States or not, it may, 
nevertheless, be safely stated that they are cheaper in proportion to the real richness 
of the ores. And for this reason, with the increasing facilities for transportation (now 
so very much needed ), the hope is not without its foundation that there is to be a 
contiuua,! and healthy growth of the mining industry in Honduras. Of course, there 
may be expected the usual failures, resulting from mistakes in the selection of 
mines, and from mismanagement or dishonesty or both, in the home or foreign office. 
There are yet old inhabitants, who worked these mines under the Spaniards, who 
will testify to the rich quality and abundant quantity of the ores. Even one who 
knows absolutely nothing about mines, mining, or miners, hut can weigh properly 
the credibility of testimony, must conclude that tradition is wholly unreliable, and 
that history, moreover, has been most unreasonably and unwarrantably falsified, or 
else these mines are well worth the attention of the capitalists of the world. If the 
testimony of living witnesses, if the traditions and the written history of the past 
are worthy of belief, the Spaniards and the Spanish Government have derived im- 
mense fortunes and revenues from these same mines of Honduras, and this, too, 
without the aid of the great improvement in the mining machinery of modern times. 
But if these mines were so valuable formerly, why is it that they have not produced 
more bullion and declared more dividends of late years? It is because in the great 
revolution of 1821, when this people threw off the yoke of Spain and drove its do- 
minions from their borders, there also went with the Spaniards, who left the country, 
the most of the intelligence and capital that had been directing and was necessary 
to direct these mining operations. Since then the mines, until lately, have been 
falling into obscurity. 

There was no effort on the part of the Government to advertise its mineral re- 
sources. Whether from a fear that the wealth of their mines would attract the 
cupidity of some other nation that would come and again reduce thom to slavery, or 
from a desire to preserve the mines exclusively for Honduran enterprise, is unnecessary 
to state. There was, however, as was very natural, a strong prejudice against for- 
eigners. Laws were enacted i^reventing them from acquiring or holding property. 
Under these circumstances it is not strange or irrecouyilable with the intrinsic value 
of the mines that they had fallen almost, if not quite, into forgetfulness by enter- 
prising capitalists abroad, especially as the rich mines of the United States, Mexico, 
and other countries were more fairly and freely open to the competition of the 
world. Nor is this all. Not only was foreign enterprise excluded from the country, 
but the natives themselves could not properly work the mines on account of the in- 
cessant wars and rumors of wars, even had they otherwise all the necessary means. 
It is easily understood that without peace, and uninterrupted peace, there can be 
no such thing as large and successful mining operations. It was only during the 
administration preceding that of the present chief executive that the prejudicial laws 
referred to were repealed. But now they have given place to foreigners. Not only 
have the laws improved towards foreigners, but also the minds and hearts of the 
people, to the extent that enterprising capitalists from abroad are now more than 
welcome ; they are gladly received, both by the Government and by the people. As 
peace is prolonged the prospects brighten for the opening up of good roads. 

The climate is always both healthy and comfortable in the mining regions. The 
water supply for mining is abundant, flowing six months of the year; but in the 
dry season there is a scarcity in some places. By an outlay of the necessary ex- 
penses, sometimes considei-able, for flumes, etc., water suflicient for work the entire 
year may be brought to most places where it is needed. Wood is plentiful now, but 



112 INTERNATIONAL AMERICAN CONFERENCE- 

tlie time will likely come wheu it will be scarce in some of the mineral districts, 
and unfortunately, there has not yet been discovered sufficient coal or other fuel to 
take its place. For these reasons it is very necessary, when one wishes to purchase 
or locate a mine, to have a care, not alone for the richness of the ore, but also the 
water and their rights, privileges, and facilities. 

There is no mining now of any minerals in Honduras except that of gold and silver. 
At this time Honduras is not the place for prospectors. There is no room here now 
for eioher American prospectors or mining tramps. In the first place, because the 
country is already thoroughly prospected, and even if it were not a poor prospector, 
single-handed and alone, can not compete with the rich Honduras syndicate before 
alluded to. And, moreover, though the natives have not the means to work their 
mines, they are, nevertheless, recognized as good prospectors, and they know the 
country and the mineral indications peculiar to the country, and they have had very 
long experience. Although their country may have been neglected or forgotten by 
capitalists and the outside world they themselves have never lost the best mines of 
the old Spaniards or ceased to hunt new veins. The native prospector, as well as 
the common miner, can live well on svhat an American would think starvation to 
him. They can live on 10 cents a day as comfortably to them as the average Amer- 
ican can live on a dollar a day — ten times as much. Wages are very low. Not even 
the Chinaman can compete with the natives, and I, therefore, do not know a single 
Chinese laborer in the whole Republic. When skilled Americans are needed to direct 
the common labor they are usually contracted with in the States and brought here at 
the expense of the companies. — (Report by T>. W. Herring, U. S. Consul, Tegucigalpa, 
October 31, 1888.) 

SALVADOR. 

This is the smallest and most populous of the Central American Republics, there 
being no less than sixty-three inhabitants to the square mile. The central part 
is an upland of a mean elevation of 2,000 feet above the sea, bounded on the Pacific 
slope by a chain of volcanic peaks, beyond which is a strip of lowland from 10 to 20 
miles wide. The Gulf of Fonseca, 50 miles long and nearly 30 miles wide, is said to 
be the most beautiful harbor on the Pacific coast. 

Mines of gold, silver, copper , lead, iron, and anthracite coal are found within the 
borders of Salvador. Some of the principal cities are Santa Ana, 25,000 inhabitants; 
Salvador, 16,327 ; Chinandega, San Miguel, etc. 

RAILROADS IN SALVADOR. 

In 1882 the first railway in the Republic was opened from Acajutla to Sonsonate, 15 
miles, with 3-foot gauge. The Government guaranties an annual dividend of 12 per 
cent. This line is to be extended to Amate Marin over a distance of 80J miles. Work 
is progressing on a railroad from Amate Marin to the capital, which will be approxi- 
mately 25 miles in length. 

A line is projected to connect Santa Ana with Acajutla, in aid of which about 
^300,000 have been subscribed by native capitalists. 

Another line Is projected from La Union to San Miguel, and a company is being or- 
ganized in London to build it. 

A road is projected by the Government from the port of La Libertad to San Salva- 
dor. 

The Salvadore Central Eaihoay is projected from La Union, Gulf of Fonseca, to the 
Guatemala boundary line. The preliminary work has been completed. The Govern- 
ment has granted a subsidy of |10,000 and guaranties net earnings of $1,000. D. But- 
terfield is the concessionare. 

A tramway 10^ miles in length is in operation between San Salvador and Santa 
Tecla ; it was built by the Government at a cost of $200,000, but has recently been 
sold to F. Camacho, Guatemala. 

In " Capitals of Spanish America," Mr. Curtis says that a road was spoken of to 
traverse the entire State in the interior valley parallel to the sea-coast, with branches 
to the important cities, and tl^ at the work was not considered either difficult or ex- 
pensive. 



INTERNATIONAL AMERICAN CONFERENCE. 113 

Of these great highways of modern oiyilization there are but 35 miles in actual 
•peration, with a few more in process of immediate construction and many more in 
the contemplation of the Government. This little line of road leading in the direction 
of the capital runs out from Acaj atla, the extreme southwestern sea- port of Salvador 
to the village of Atios. This point has but recently been reached and a depot es- 
tablished. 

Although there have been many concessions or grants made by the Grovernment to 
parties to construct railroads through sections of its territory, it seems that the pe- 
culiarly rugged topography of the country has hitherto interposed insuperable ob- 
stacles' to the consummation of their plans and purposes. The Government, how- 
ever, being the proprietor of a section of this road and of a large interest in that over 
which it does not exercise exclusive supervision with the reserved right to purchase 
at will, appreciating the needs of its people and the advantages of the prompt and 
rapid interchange of products and commodities, has set to work on its own account 
to extend this line of road to the capital, and the work is being executed under the 
supervision and direction of an enterprising American, Mr. Brannon. 

It is contemplated by the Government to extend this road, when circumstances 
favor, through its entire length of territory, making La Union, which is one of the 
finest harbors on the Pacific, at the base of the great mineral district of San Miguel, 
its other terminus. In the meanwhile the road will have traversed one of the richest 
mining and agricultural districts (now almost unexplored) in all Central America. 
When this work shall have been accomplished, in connection with the prospective 
construction of the Nicaragua Canal, a new era will dawn upon this corner of the 
Western Hemisphere. (Report by Thomas T. Tunstall, U. S. consul, San Salvador, 
July 4, 1889.) 

NICARAGUA. 

Nicaragua is distinguished from the other Central American oountriea by its lowei 
level and the great lake, which offers so inviting a route for an interoceanic canal. 
Geologically, Nicaragua is no less rich than Honduras. 

The only port on the Caribbean Sea is San Juan del Norte, and this is not a very 
good one ; the Pacific coast is bold and rocky, but has the convenient harbors San 
Juan del Sur, Brito, and Realejo. 

Among the cities are Managua, 1,800 ; Granada, 16,000 ; Leon, 25,000 ; Rivas, 10,000 ; 
Chinandega, 11,000; Libertad, 5,000; Matagalpa, 9,000; Ocotar, 3,000; Greytown, 
1,512 ; Blewfields, 1,000. 

At Rivas the annual rain-fall is about 102 inches; elsewhere the summer rain-fall 
is about 90 inches, and in the winter less than 10 inches. The mean annual temper- 
ature is about 80° Fah., falling to 70° at night and rising to 90° in the hottest weather. 
This does not refer to the highlands. 

RAILWAYS. 

The only railway in operation consists of two aeotions, the first from Corinto to 

Momotomlo (Lake Managua), 58 miles, begun in 1879 and conipleted December, 1883; 
the second from Managua to Granada (Lake Nicaragua), 32 miles, opened March 1, 
1886, and of 3 feet 6 inches gauge. Connection is made between these two sectioua 
by steam-boats on Lake Managua, owned by private parties, and which are sooo to 
be replaced by boats owned by the Government. 

The road is owned by the Government and operated under the general direction of 
the minister of public works. In 1888 the cost of maintenance was 55 per cent of 
the gross earnings. 

A railway has been projected by the Government from San Juan del Snr via Rivas 
to San Jorge, on Lake Nicaragua, but no work has yet been done. 

A branch from Chinandega to El Viejo, about 19 miles, has been surveyed and lo- 
cated. Another Government survey is in progress for a line to connect the City of 
Matagalpa with some point on the east side of Lake Managua, 

A concession for a railway connecting the City of Matagalpa with the east-coast 
at the mouth of the Ramos River has been granted by the Government to Don Pedro 
Ramirez, of Managua, who has sold it to English capitalists. The road is to be 90 
miles long, and will tap the rich mining region of Acoyapa and La Libertad. 
S. Ex. 125 8* 



114 INTERNATIONAL AMEHICAN CONFEEENCB. 



COSTA RICA. 

The Atlantic coast is low and covered by dense forests, while the Pacific slope ia 
characterized by wide savanaa or llanuras. Between these borders are high vol- 
canoes and an elevated table-land 3,00U to 4,000 feet above the sea,the latter almost 
the only cultivated land in the State. The forests are largely composed of valaable 
trees — mahogany, ebony, brazil-wood, and oak. 

The range of mountains called theCordillera of theAndes passes through the country 
from southeast to northwest, and is divided into several systems, separated by the 
valleys of the Reventazon and the Rio Grande. The first system forms two groups, 
one from the northwest boundary soutlieast to Mount Aguacate; the other consists 
of Mounts Poas, Barba, and Irazu. A large plain covers the northeastern part of the 
Republic, throngb which the San Carlos and Sarapiqni wind their way to the San 
Juan, and the Rio Frio and many smaller streams to Lake Nicaragua. Mr. Paul 
Biolley says: "This region is even to-day almost unexplored." 

The San Carlos River is navigable 20 leagues inland from its mouth at the San Juan. 
The latter river forms a portion of the northern boundary of the State. 

During the rainy season the rivers become torrents, especially on the Atlantic side. 
Several rivers of the northern slope present this peculiarity, that while their left 
banks are formed of dry lands free from marshes, their right banks present a succes- 
sion of lagoons and localities frequently inundated, rendering them often nnhealth- 
ful. 

The hot lands extend to 3,000 feet above the sea, the Pacific side being the hotter. 
Above this height the climate is temperate. On the coast the mean temperature is 
from 20° to 26° centigrade, and on the highlands from 14° to 20°, corresponding to 
57°, 68° and 79° Fahr. 

Besides gold, the principal metals whose existence has been established beyond 
doubt in Costa Rica, but which have not been exploited, are, iron in abundance, cop- 
per, argentiferous lead, and quicksilver. Among other mineral products are sul- 
phur, kaolin, lignite, limestone, marble, gypsum, alum, and mineral waters. 

The exports of this country are coffee, dye and cabinet woods, bananas, and other 
fruits, hides, mother-of-pearl, sarsaparilla, cocoa-nuts, India rubber, etc. The princi- 
pal imports are cotton goods, hardware, and provisions. 

The principal ports are Linion on the Atlantic, and Punta Arenas on the Pacific, the 
direct distance between them being 102 or lu3 geographical miles. 

The population of the provinces of Costa Rica are, San Jose, 64,000 ; Alajuela, 51,000 ; 
Cartage, 34,000; Heredia, 29,000; Guanacaste, 16,000 ; Punta Arenas, 8,500 ; Limon, 
2,000 ; containing the important cities of San Jos^, 15,000; Cartago, 10,000; Heredia, 
9,000; Alajuela, 6,000; Punta Arenas, 1,800. 

HIGHWAYS. 

From Cartago to Punta Arenas there is a fine highway, which is very uneven at the 
summit of Mount Aguacate, where it h.as an altitude of about 4,132 feet above sea 
level. It passes through Alajuela, Atenas, San Mateo, and Esparta, the total length 
being about 50 miles, owing to the circuitouh route necessary to climb the elevations. 
Another important highway runsfrom San Jos6, in the direction of La Palma; itcrosses 
that height at 5,000 feet and then decends to Carillo 1,400 feet. In the 17^ miles sep- 
arating these two places, the road overcomes 3,600 feet of elevation. The road to 
Nicaragua begins at La Barranca, near Esparta, and crosses the province of Guanacaste 
90 or 100 miles ; it is bad in the rainy season because the even surface retains the 
water. Starting from Candelaria, south of San Jos(S and partly following the Pacific 
coast, there is a bridle path through Terraba and Boruca, ending on the Colombian 
frontier. A path starts from Angostura east of Cartago and leads to Talamanca. 

Tk« gAneral traffic at the ports of the republic, imports and exports, can b« takas 



INTERNATIONAL AMERICAN CONFERENCE. 115 

at 66,500 tons, and the traffic of the interior at 40,700 tons. About 50,000 tons of the 
general traffic are carried by the Atlantic Railroad, and judging from the past this 
will probably increase 40 per cent in the next five years. The freight per ton by the 
railway is $17 American gold. 

RAILWAYS. 

The Government projected about 1870, an interoceanic line from Punta Limon to 
Puuta Arenas, a distance of about 172 miles. Construction was begun in 1871, but 
three sectioas only were completed, as follows: From Punta Limon to Carrillo, 70 
miles; Punta Arenas east to Esparta, 14 miles ; and from Cartago west via San Jos6 
to Alajuela, 26| miles ; the latter division was opened January 19,' 1872, the others as 
conipleted. Total built, 110^ miles. The line up the Reventazon Valley to Cartago, 
48 miles, is now being built by English capitalists represented byM. C. Keith, and la 
to be completed by January, 1890. The earnings on the completed road are over 10 
per cent, on the invested capital. From Limon to Cartago is 95 miles. The distance 
from Carrillo to San Jos^ is about 28 miles, over a steep mountain cart road. Esparta 
is connected with Alajuela by a mountain cart road, a distance of 35 miles. 

The Government has appropriated $2o,000 for a tinal survey of the part between 
Alajuela and Esparta, and proposals have been received for its construction. It is 
also intended to build a branch to the Port of Tivives. Lately a concession has been 
granted to an English company to build from San Jos^ to Esparta, about 36 miles, 
and another from a point near Esparta northwestward through Guanacaste to the 
Nicaragua boundary. 

Another railway has been the subject of study of late, to unite Lake Nicaragua at 
the outlet of the San Juan River, with Punta Limon, which is in the hands of the 
Costa Rica Railway Company (limited) represented by M. C. Keith. This new road 
will start from Jimenez (10° 10' latitude and 83° 45' longitude), on the Atlantic Rail- 
road, taking a north northwest direction through a very rich country for timber and 
agriculture, crossing the Sarapiqui at El Muelle, thence northwest to the Frio River 
at its entrance into Nicaraguan territory, a distance of about 90 miles from Jimenez. 
This line, with part of the Atlantic Division, might form a portion of an interconti- 
nental railway, Matina being probably the starting point southward. 

An English syndicate has secured a concession to build a road paralleling the Nica- 
ragua Canal. 

The cost of constructing railways, judging from past experience, will be, complete, 
from $60,000 to $70,000 a mile in the worst situations. 

RAILROADS IN COSTA RICA. 

The railroads already completed in Costa Rica are — 

(1) From Port Limon to Carrillo, 70 miles— Carrillo being connected with San Josfi 
by a steep mountain cart-road, a distance of 28 miles. 

(2) The road from Cartago to Alajuela, passing through San Jos6 and Hejedia : 
total length, 25 miles. 

(3) From Punta Arenas to Esparta, 12 miles, Esparta being connected with Alajuela 
by a mountain cart road, a distance of 35 miles. 

To complete the connection with Port Limon there is now being constructed 50 
miles of new road from Cartago to a point near Siquires, on the Reventazon River. 
This new road is about one-third done. According to the terms of the contract with 
Mr. Minor C. Keith (contractor), it should be completed August, 1889, but Mr. Keith 
has had many difficulties to contend with, and it is not probable that it will be com- 
pleted before August, 1890., The road from Port Limon to Carrillo (No. 1), from Car- 
tago to Alajuela (No. 2), and the new line from Cartago to Siquires, together with 
the wharf at Limon, have been transferred to and are owned by the Costa Rica 
Railway Company (limited), of London. The Government of Costa Rica also granted 
to said company 800,000 acres of unimproved lands. The Government now owns, 
however, one third of the stock of said company. The Government also owns and 



116 INTEENATI0N4L AMESICAN CONFERENCE. 

operates the railroad from Punta Arena to Esparta (No. 3). To preserve the trade of 
California with Punta Arenas it is necessary that the road from Esparta be extended 
to the interior. Otherwise, when through connection is made with Port LimoD, upon 
the completion of the missing link from Cartago, all trade will go by way of Port 
Limon. This is importaut to San Francisco, and her business men could well atford 
to obtain from the Government of Costa Rica the transfer of the line from Punta 
Arenas to Esparta, and extend the same to the interior. If, however, the Nicaragua 
Canal is to be opened, and it is found advisable to follow the line mapped out by Mr. 
Menocal in 18S5, I consider it of utmost importance to the trade interests of the United 
States to secure a railroad charter from this Government to run said road from the 
valley of the San Carlos River to San Jos6. 

It is observed that Mr. Menocal (see page 26 of his report) proposes to build a dam 
52 feet high at Ochoa, just below the point where the San Carlos empties into the 
San Juan River. The San Carlos is now navigable, I understand, by small boats to 
the " muelle " (wharf), some SOmiles. From this muelle to San Jos6 is some 60 or 70 
miles. When the dam of 52 feet is built at Ochoa the San Carlos will be navigable 
much higher up. The San Carlos country is considered the finest section of Costa Rica. 
The lands are said to be of inexhaustible fertility and well adapted to the growth of 
bananas, cacao (chocolate bean), and cattle. At present there is no outlet to this sec- 
tion and it is undeveloped. A grant of lands along the railroad could be most prob- 
ably obtained and would prove valuable, but, what I consider of far more importance, 
would give the trade of this country to the United States. The proposed road con- 
necting with the canal would connect with steamers going both to ports on the At- 
lantic and on the Pacific. The aggregate exports and imports of Costa Rica last year 
(1887) were $11,000,000, of which the larger portion goes to and comes from Europe, 
and necessarily so when the ways of communication are owned in Europe. To illus- 
trate: The freight on coffee per ton from Punta Arenas to New York is |26.40; to 
England, £3. From Limon to New York, $10 ; from Limon to England, £1 lOs. It is 
also greater from Punta Arenas to San Francisco than to England, though I have not 
the exact figures. I think it very important to obtain this railroad charter to the San 
Carlos as soon as possible ; otherwise it will be taken by an English company. Costa 
Rica is very anxious to have the canal on the route of Mr. Menocal's survey of 1885 
rather than on the new line now being surveyed, and in making arrangements with 
her for the former route this railroad charter and grant could be secured on favora- 
ble terms. It may be that an effort will be made by English capital to secure this or 
some other railroad charter at the next Congress, which convenes in May. I have 
had some slight intimation that there is now a project on foot for a survey for a new 
railroad by an English company, but whether it is in connection with the grant of 
the 800,000 acres of land above referred to or another scheme I have not been able 
to learn. . 

I inclose a small map, upon which I have marked the road now being constructed 
from Cartago to Siquires, the proposed road from Esparta to San Jos6, and from the 
muelle, on the San Carlos, to San Jos^. (Report by J. Richard Wingfield, U. S. con- 
Bul, San Jo86, Costa Rica, March 30, 1888.) 

RAILWAY SYSTEM OF CENTRAL AMERICA. 

The late president, General Barrios, of Guatemala (as is President Menendez, of 
Salvador), was an earnest friend of the United States. Barrios, as does President 
Menendez, favored the assimilation of the institutions and business methods of his 
country to those of the United States. Barrios's ambition and the jealousy of his 
neighbors led to war with the little Republic of Salvador, which cost Gaatemala a 
humiliating defeat and Barrios his life. Through his policy Americans were induced 
to invest in Guatemalan railways, banks, and coffee and sugar plantations. He pro- 
jected and began the construction of a railway from the bay of San Tomas, on the 
Caribbean Sea, to his capital, Guatemala City, a distance of 150 miles, there to con- 
nect with the existing narrow gauge of the Guatemala Central, 75 miles in length, 
terminating on the Pacific at the open roadstead of San Jos6. Forty miles of Bar- 
rios's transcontinental road, from Puerto Barrios to Guatemala City, were half finished 
when his untimely death occurred. 

Barrios's worthy successor, the vigorous President Barrillos, pursues the policy of 
his predecessor, favoring the construction of the transisthmian andother railways pro- 
jected in Guatemala, and notably of that designed to connect the capitals of Guatemala 
and Mexico. In truth, General Barrillos and other Central American statesmen have 
not failed to discover that no Central American Union is desirable which may be 
pinned together with bayonets, and none desirable and enduring can be aclueved 
save through the intervention of perfect interstate railway systems. 



[Nl'ERNATIONAL AMERICAN CONFERENCE. 



117 




118 INTERNATIONAL AMERICAN CONFERENCE. 

THE MESA OF SALVADOR. 

Discovering, during a three days' sojourn at La Libertad, at the sea level in Sal- 
vador, how fatal to uaacclimated persons was the breath of the sea at the very shore, 
drenched as it is each day by tides which leave heaps of shell and other fishes to rot 
instantly beneath the rays of the equatorial sun, and learning that Panama was thus 
made a grave-yard, because ships can not touch the shore and passengers must in- 
hale yellow death through weary deadly days and nights while tugs and lighters 
discharge tedious tasks — seeing and learning this at La Libertad nearly two years 
ago, I sought a perfect harbor on the Pacific coast whence to extend a railway to 
another on the Atlantic. It is the foul breath of the sea-shore at the sea level at 
points unswept by winds from boundless seas that makes the word "Panama" the 
synonym of pestilence and death. To avoid detention at the sea-shore in hot lati- 
tudes ships must auchor at wharves within land-locked harbors whence passengers 
may be transferred instantly by railways to the mesa or elevated plateau from 2,000 
to 3,000 feet above the sea level, and extending from one to the other ocean. 

A CONFESSED FACT. 

The Nicaragua Canal and the Ship Railway andDe Lesseps Canal each and all are 
at the sea level. No soft, cooling wind from the Pacific may find its way into either 
canal or follow gigantic locomotives tugging at ships crossing Tehuantepec, and the 
acclimated alone may cross the continent in safety at the sea level; but there is per- 
fect immunity from climatic diseases the instant the traveler reaches an elevation of 
1,000 feet above the sea. Commerce, therefore, will traverse the ship railway and 
the canal ; men and women will prefer thistransisthmain railway, having a perfectly 
land-locked harbor at each terminus and an elevation at no point after leaving the 
coast of less than 2,000 feet above the plane of the two oceans. 

WONDERS OF THE INTERIOR. 

Eighty miles from the harbor of La Union , going north through the greatest length 
of Salvador, the traveler will rest at the fathomless lake of Ilopango, 25 miles long 
and 8 to 10 miles wide. Its tepid waters occupy craters of extinct volcanoes. In 
1870, when Salvador was shaken violently by earthquakes, the water of the lake 
sank in the night 9 feet, and along its shores were gathered earthen vessels curiously 
colored, and images carved out of porphery, and others precisely like those at the 
museum at Washington taken from Egyptian tombs. A few miles southeast from 
the railway the ever-active volcano Izalco rises 6,000 feet, a perfect cone, from the 
plain about Ai'menia. The railway crosses the State of Santa Ana, a district of Salva- 
dor 50 miles square, producing, it is stated, more coffee than any equal area of land 
in the world. In truth, every acre of the viesa of Salvador is cultivated, each pro- 
ducing from two to four crops annually. The products are rice, tobacco, indigo, sea- 
island cotton, coffee, sugar, cocoa (chocolate), India rubber, and Peruvian gum — so 
called because it was originally sent from Salvador to Peru and thence to European 
markets. The railway penetrates from La Union to Puerto Barrios, or to Port Izabal, 
whichever harbor may be its northern terminus, a very paradise. The average densi- 
ty of population aloug the whole route exceeds 100 for each square mile. Here vil- 
lages and towns are almost conteriuinous, and the population — Aztecs 92 per cent, and 
Spanish 8 per cent — toil most industriously. Labor costs 20 to 25 cents, and food 10 
cents per diem. The thatch-roofed, floorless adobe huts of the natives (Aztecs) are 
the cheapest possible, and only useful in protecting the occupants against rain-storms 
of July, August, and Septenruer (the rainy season), when the country is flooded al- 
most every day. There is not a stove or fire-place in any house in the Republic ; 
none are needed where the thermometer never falls below 70 or rises above 80 de- 
grees. So great is the annual production of fruits, as well as of indigo, tobacco, 
sugar, and coffee, and so short the distance from Port Barrios to Mobile, that it is be- 
lieved that most delicate and delicious tropical fruits, never seen in the United 
States, will be distributed everywhere from Mobile ; and so redundant are the crops of 
Salvador and of the districts of Guatemala penetrated by this railway, that it must 
have two tracks — one for immense local, the other for interoceanlc, freights and 
travel. 

POLITICAL RESULTS. 

But the great good to be achieved by this transiethmian road consists not so mach 
in the fact that it will enable traveling multitudes to cross the continent where nar- 
rowest, without possible danger from deadly fevers and plagues incident to detention 
at the sea-level, but with its branches, binding together these five Central American 



INTERNATIONAL AMERICAN CONFERENCE. 119 

States in perfect political and social unity, it accomplishes their perfect commercial 
annexation to the United States. Puerto Barrios is within fifty hours or less of 
Dauphin's Island wharves at Mobile, and only sixty hours would be required to trans- 
fer a traveler or bale of goods from Mobile to the Pacific coast harbor of La Union. 
United States and other steamers uow pay from $20 to $.>0 a ton at La Union for En- 
glish or Australian coal. It may be delivered there from Alabama, over the trans- 
isthmian railway, for from $5 to $7 a ton. Therefore, the Government of the United 
States as well as the people must confess keen interest in this short, easily-built rail- 
way, which surely must accomplish most beneficent political and commercial results. 

AMERICANS PREFERRED. 

After the plan of the transisthmian railway was conceived and the details pub- 
lished, and after applications were made for charters in Salvador and Guatemala, 
English and French bankers and capitalists sought much the same concessions ; but 
the governments of Salvador and Guatemala both gave preference to the American 
applicant for these franchises. The Salvador charter conceded a monopoly for fifty 
years of the right of excess to the matchless harbor of La Union. The cost of a 
doable-track road from La Union to Port Izabal, or Port Barrios, it is stated by en- 
gineers who have surveyed part and traversed the whole route of about 300 miles, 
will not exceed $35,000 a mile ; there will not be a tunnel on the whole line, or a grade 
greater than 70 feet on any mile, and this only at each terminus, whence locomotives 
must climb, within 30 or 40 miles, to the mesa 2,000 feet above the sea. 

The rapid multiplication of foundries, furnaces, and forges in Alabama and other 
Southern States induced the writer to seek, for the beboof of the commonwealth 
which is his home, an insatiable market for its prodacts, to be found alone along the 
western shores of the three x\.mericas. From every trading place of as many as two 
or three thousand inhabitants along this interminable coast a railway will soon lead 
to farms and villages of the interior. Twelve such r.iilways are now building between 
the southern confines of Chili and California. If the transisthmian railway be speed- 
ily finished, the iron and coal and steel of England and Australia may be supplanted 
everywhere on the Pacific by that produced in the United States. (Report by L. J. 
Du Pre, U. S. Consul, San Salvador, December 13, 1887.) 

BRITISH HONDURAS. 

A road has been projected from Belize westjjvard 90 miles to the frontier ; from 
there it will probably go to Lake Peten. 



SOUTH AMERICA. 



It will be observed that the continent of South America has a general triangular 
shape. In the north a mountain system ruus east and west ; again we find the same 
thing farther south in Brazil. In the west is the great chain of the Andes traversing 
the entire continent from north to south. Leaving Patagonia, they enter Chili, rising 
higher and higher, until they culminate in the volcano Aconcagua. At the boundary 
of Bolivia, the chain turns to the northwest and sejiarates into two, inclosing the table- 
land of the Desaguadero, a wonderful valley, having at one end Potosi, the highest city 
in the world, and at the other Cuzco ; between them is Lake Titicaca, from which not 
a drop of water escapes except by evaporation. At Pasco a third cordillera is thrown 
off, and with a triple arrangement aud a lower altitude the Andes enter the Republic 
of Ecuador, where the double line is resumed. Just above the equator one ridge is 
formed which then spreads out like a fan ; one cordillera goes to the east, giving rise 
on its eastern slopes to the Orinoco and its tributaries, the central cordillera having 
the volcano of Tolima, soon loses itself in the Carribbean Sea, and tbe western turning 
to the left, with a much lower altitude traverses the isthmus, rises in altitude, and 
expands again to form the table-land of Mexico. The snow limit at the equator is 
15,800 feet; at 27 degrees it is 13,800 feet, aud at 33 degrees it is 12,780 feet. Twenty- 
two of the fifty-one volcanoes in the Andes have their summits covered with per- 
petual snow, aud twenty encircle the valley of Quito. 

The Andes almost atop the trade-winds (which are again felt at 150 miles from the 
coast), causing them to drop their moisture on the eastern slopes, and thus give rise to 
those great rivers, the Orinoco, the Amazon, aud the La Plata, which, flowing east- 
ward, almost quarter the continent. 

Near Cerro de Pasco in a little lake, just below the limit of perpetual snow, and 
scarcely 60 miles from the Pacific rises the greatest river in the world. Flowing 
northerly 500 miles through a deep valley, it turns on reaching the frontier of Ecuador 
to the right and runs easterly 2,500 miles. At Tabatinga, 2,000 miles from its mouth, 
it is a mile and a half wide. So many and far-reaching are its tributaries that it 
touches every country of the continent except Chili and Patagonia. These tributaries 
communicate with each other by so many intersecting canals that Central Amazonia 
is a cluster of islands, and if a circle be drawn 1,600 miles in diameter it will include 
an ever green unbroken forest. 

The Amazon really lies in a plain, for the slope from the mouth of the Napo to the 
ocean, in a direct line 1,800 miles, is but 1 foot in 5 miles. A fair conception of this 
will be obtained from an examination of the altitudes on the edges of this plain, 
bounded by the grassy plains of Venezuela, the chain of the Andes, and the tablelands 
of Matto Grosso. 

The Cassiquiare, a natural -canal three-fourths of a mile wide, and with a portage 
of only two hours, connects the headwaters of the Orinoco and the Amazon. 

Of the tributaries of the A.mazoii, the Putumayo and the Napo rise among the moun- 
tains of Colombia and Peru. The Pastassa rises in tlie valley of Quito and trav- 
erses a very steep course ; the Maranon, or the main river, i-ises near Cerro de Pasco. 
The Huallaga comes from the Peruvian Andes at an elevation of 8,600 feet, and is 
navigable for steamers to the port of Moyobamba. Its mouth is a mile wide. Canoe 
120 



INTERNATIONAL AMERICAN CONFERENCE. 121 

navigation begins at Tinga Maria, 300 miles from Lima. The fertile plain through 
■which it flows is very attractive to an agriculturist. 

The Ucayali originates near Cuzco. For 250 miles above its mouth it averages half a 
mile in width and has a current of 3 miles an hour ; at Sarayacu it is 20 feet deep and 
it is navigable at least 100 miles. East of the Ucayali are six rivers rising in the un- 
known lands of northern Bolivia, of which the most important is the Purus, a deep, 
slow river over 1,000 miles long, open for navigation half way to its source. 

The Madeira is about 2,000 miles in length. One branch, the Beni, rises near Lake 
Titicaca; another, the Martnor6, near Chiquisaca, within 15 miles of the sources of 
the Paraguay, and if ifc were not for the rapids 480 miles from its mouth large vessels 
might sail from the Amazon into the heart of Bolivia. Another great tributary of the 
Amazon, the Tapajos, about 1,000 miles long, rises only 20 miles from the headwa- 
ters of the Rio Plata. 

A number of routes are open across the continent : At the harbor of Buenaventura 
in Colombia, a railroad is to be built to Call in the Cauca Valley. The valleys of the 
Magdalena and the Cauca have been followed to their sources, but I do not know of 
any passage in that vicinity to the headwaters of the Amazon. From San Lorenzo, 
Bahia, and Guayaquil, in Ecuador, there are routes to Quito, whence the eastern 
ridge may be crossed to Papallacta, Archidona, and the Napo, The route from the 
Quito Valley, via the Pastassa River in Ecuador, is difficult on account of the rapids, 
and dangerous because the inhabitants are hostile. The route via Loja in Ecuador 
and the Maranon is also difficult. The best route of any is from Trujillo in Peru to 
Caxamarca, Chachapoyas, and Moyabamba, thence from Balsa Puerto by canoe to 
Yurimaguas and down the Huallaga. 

From Lima in Peru there is a road to Tinga Maria, via Huanaco and then down the 
Huallaga, which is difficult in the rainy season ; or from Lima to Mayro, via Cerro 
de Pasco and Huanaco, and down the Pachitea and the Ucayali. 

There is a route through Bolivia to Cochabamba and down the Marmor^ and 
Madeira, or to Santa Cruz and the Paraguay River. The route through the Uspallata 
Pass in Chili is now followed by a railroad to join the railways of Argentine. 

But little is known of the Amazon basin beyond the limits of the river banks ; it 
is thinly inhabited and only by uncivilized people. All the travelers through this 
region speak of the density and profusion of the foliage. The Pampas of Sacramento 
are thickly covered with trees, and the vegetation in all parts almost entirely pre- 
vents communication. 

In Raimondi's Peru there is mention of a journey by Senor Reyes from Popayan, 
in Colombia, across* the Cordilleras and down the Putumayo, but no description la 
given of the route. 

In the proceedings of the Royal Geographical Society for 1880 there is a statement 
of the parts of South America not yet thoroughly explored. They include the head- 
waters of the Amazon in Ecuador and Colombia, and the parts of Colombia between 
the western Cordilleras and the Orinoco and Negro, and between the river Meta and 
the rivers Uaupes and Japura. 

The inhabitants of South America live upon its outer borders ; in the southern part 
the mass of population is on the sea-coast, farther north on the interior plateaus. 

On the Andes the rainy season sets in toward the end of September and lasts until 
March, when the dry season begins. During the rainy season the roads become so bad 
that travel is almost suspended. 

Gold and coal are found at Chiriqui, Colombia, and in abundance in other parts of 
the State. Coal is found near Huanca, in Peru, at a height of 14,700 feet. Among 
the exports of South America are gold, silver, copper, tin, and other ores, guano, 
niter, sugar, wool, cotton, tobacco, vanilla, cinchona, cocoa, Peruvian bark, India 
rubber, coffee, hides, wheat, etc. The soil of the mountain valleys is rich and fertile. 

Traffic is carried on by mule or railway directly to the coast ; or by mule, almost 
in the opposite direction to the headwaters of the great rivers, whence it goes to the 
10 



122 INTEENATIONAL AMERICAN CONFERENCE. 

coast by cauoe and steam-boat. Many of the rivers have regular lines of boats. The 
Magdalena is navigable to Honda for steam-boats and above that for a long distance 
by canoe. The Patumayo is navigable to the boundaries of Colombia ; the Maranon, 
Huallaga, Ucayali, Purus, and Marmor6 carry the products of Peru and Bolivia; the 
La Plata and San Francisco those of Bolivia, the Argentine Republic, Uruguay, Par- 
aguay, and Brazil; and the Orinoco, of Brazil, Venezuela, and Guiana. 

COLOMBIA. 
OEOGRAPHICAL FEATURES. 

The republic of Colombia may be called one of the most important countries of 
South America, situated as it is near Central America and connected with it by the 
Isthmus of Panama. In the south the Andes Mountains, dividing into three chains, 
traverse the country from north to south. The western Cordillera follows the coast, 
with a decreasing altitude, turns to the northwest, and traverses the isthmus to Cen- 
tral America. On the Atrato River line its highest point is about 900 feet ; on the 
Panama canal line it is only about 300 feet. Beyond this point the elevation increases. 
The central Cordillera passes northward until it is lost in the Caribbean Sea. lu 
this chain lie several volcanoes of great height; in the northern part it is somewhat 
broken and of lower level. The eastern Cordillera turns slightly to the east in its 
northern part and forms the boundary between Colombia and Venezuela. In the 
southern part of the republic there is a portion of the chain previously mentioned 
as crossing the continent from east to west. 

The topographical features of the isthmus lend themselves in numerous places to 
interoceanic communication. Routes for interoceanic canals have been surveyed at 
the Chiriqui Lagoon, at Colon, where work has been in progress for a canal, at the 
Gulf of San Bias, Caledonia Bay, and the Atrato River. The ranges of mountains 
determine the water systems. On the western coast small streams flow into the 
Pacific ; in the interior, the Cauca, with its many tributaries, rises at an elevation 
of 14,000 feet, and flowing north passes through the lower portions of the central 
Cordillera to unite with the Magdalena not far from the coast. The Magdalena, 
navigable for 600 miles, and having the volume of the Mississippi, is the great 
artery for the commerce of Colombia. It flows northward into the Caribbean Sea 
between the central and eastern Cordilleras, and it is said that both the Cauca and 
the Magdalena have their origin in the Lakes Las Papas. 

! At Honda the rapids in the riverform the head of steam-boat navigation. Naviga- 
tion is carried on for 175 miles above them by steam-boat and for several hundred 
miles further by canoe. The Cauca Valley is throughout much higher than that of 
the Magdalena. The Cauca River is navigable for a short distance only, to the rap- 
ids, but above them a steam-boat line carries navigation several hundred miles. 

On the slopes of the eastern Cordillera are numerous sources of the Orinoco and the 
Amazon, separated by the central range. The whole of Colombia may be called 
mountainous, except along the northern coast, where the land is level and the water- 
courses numerous. Communication is consequently difficult in all parts. The old 
maps show the great Spanish highway from Quibdo on the Atrato southward to Po- 
payan, Pasto, and Ecuador. This highway is said to have been used to carry the 
products of the mines of Pern, Ecuador, and Colombia to the port of Cartagena, 
whence they were taken to Spain, The water-courses and the great mountain val- 
leys constitute the highways. In the north and northwest the ranges are easily crossed 
at numerous points (the canal routes have already been mentioned), but in the south 
the passages are few. The one best known is the Quindio Pass. 

In the far south little is known of the country. In Raimoudi's Pern, as previously 
mentioned, the author speaks of El Seuor Reyes having gone from Popayan to Pasto, 
thence across the Cordillera and down the Putumayo, where there has since been es- 



INTERNATIONAL AMERICAN CONFERENCE. 



123 



tablished a line of steam-boats by which commerce of the Department of Cauca is 
carried into the Amazon. I have been able to find only general descriptions of Co- 
lombia, and of these the leading features have been given. The products of this 
country find their way to market upon the backs of mules, or by means of boats upon 
the numerous water-courses. Roads, properly so-called, are not general ; they exist 
merely as mule tracks. Efforts have recently been made to effect an improvement in 
this respect, and military labor has been used for the purpose. A road suitable for 
vehicles was opened about a year ago from Bogota to the Magdalena River. A good 
road has also been opened from Quibdo to Medellin, touching the rich mining towns 
along its route. 

RAILVi/'AYS, 

With the exception of the Panama Railway, 47 miles in length, there are only about 
180 miles of line constructed, although many more have been projected, with promises 
of liberal aid from the Government. A report of Vice-Consul Whelpley, with a map, 
iu added, from which a good idea may be obtained of the roads mentioned. There 
are several others of importance: the Cucut^ railway, in the eastern part of the State, 
connects San Jos6 de Cucut^ with the Zulia River at Villamazar, and the Savanna 
railway joins Bogota and Facatativa on the plain of Bogota. The Panama railway, 
uniting the two oceans at Colon (Aspinwall) was chartered by the State of New York 
in 1849 and was opened in 1855. Its immediate purpose was to provide a route to Cali- 
fornia, but has since become a great commercial highway between western Europe 
and eastern Asia. It may soon be rivaled, however, by the railways to be constructed > 
in Guatemala and Costa Rica and by the Nicaraguan Canal. It is said that a French- 
Belgian syndicate is endeavoring to secure a concession from the Government to build 
a railway from Cartagena to Bogota, and from Bogota to Buenaventura, and that the 
syndicate is ready to complete the road provided the Government will guarantee an 
annual interest of 5 per cent, upon the capital. 

A concession has been granted to a French syndicate for a line from Bogota to the 
Orinoco River, and very recently the Department of Bolivar has contracted for the 
construction of a line from Cartagena to Cucutfi, a distance of about 350 miles, with 
the subvention of a large tract of land for each mile of line constructed. Dr. Nu- 
nez, President of the Republic, highly approves a line up the Atrato River to Quibdo, 
with a branch to Medellin, and thence up the Cauca Valley to Popayan. Connection 
might be made to Bogota over the Quindio Pass. It would pass through the Choco 
district, the richest in the world, and would reach a population of 800,000 people. 
Along its route would be found coal, gold and silver, India rubber, and great quan- 
tities of coffee. 

The following table shows briefly the railways of Colombia, the first figures show- 
ing length of line when finished, the second the portion in actual operation : 



Name of railway. 



Terminal points. 



When 


In oper- 


finished. 


ation. 


MiUs. 


Milen. 


47 


47 


20 


20 


34 


34 


30 


18 


96 


20 


125 


30 


85 


12 


20 


20 


75 


1 


24 


24 



Panama Sailway 

Bolivar 

Cacutii 

La Dorado 

Girardot 

Antioqaia 

Gauca 

Santa Marta 

Santander 

Savanna 



Total 



Colon to Panama 

BaranqniUa to Puerto Belillo. 

CucutA to Villamizar 

Conejo to Honda 

Girardot to Bogotd 

Puerto Berrio to Medellin 

Buenaventura to Call 

Santa Marta to Cienaga 

Puerto "VVilches 

Facatativa to Bogota 



226 



124 INTERNATIONAL AMERICAN CONFERENCE. 

To these are to be added the projected roads from Cartagena and Bogota. 

Another great scheme has recently been advanced of connecting the Port of Carta- 
gena with the railways of Peru by a line up the Magdalena Valley, traversing the 
valley of the Amazon, and again crossing the Andes in Peru. A charter has been 
granted by the legislature of Virginia for the formation of a company to build this 
road. 

An important transportation route has been traced by Dr. Nunez, President of the 
Republic, as follows: A railroad to be built from Bogota to the river Meta, 120 
miles; thence by water down the Meta and the Orinoco to the Cassiquiari; along this 
latter river a railroad to be constructed 240 miles to the river Negro, and thence to 
the Amazon and its tributaries by water. 

COLOMBIA— aEOGRAPHICAL FEATURES. 

The official name of the country is the " Republic of Colombia." It is bounded on 
the north by the Caribbean Sea, on the east by Venezuela and Brazil, on the south by 
Ecuador, and on the west by the Pacific Ocean, and includes the Isthmus of Panama 
as far north as Costa Rica. Its southern boundary is near the equator. It is 
traversed by ranges of the Andes, and is one ot the most mountainous countries of the 
world. The soil of the valleys and plains is rich and productive, and many of the 
mountains are covered with green even to their summits. The climate varies with 
the altitude, from the tropical heat of the coast and great river-beds to the cold of 
perpetual frost. 

Bogota, the capital, contains 75,000 people, and is situated upon an immense pro- 
ductive plain at a height of 8,500 feet above sea-level. The temperature averages 60° 
above zero, and the climate is salubrious. 

CHARACTEKISTICS OF THE PEOPLE. 

The population of Colombia approaches 4,000,000, and consists of Indians, negroes, 
half-breeds, and the whites, who are the descendants of the Spanish conquerors. The 
common people are industrious, simple, hospitable, and of singular probity. Life and 
property are absolutely safe. Highway robbery would be a novelty, and courtesy to 
strangers is proverbial. The upper classes are well educated, intelligent, desirous 
of progress, courteous to strangers, patriotic, and sensible. The Government is a 
centralized republic. Absolute peace has been maintained since 1885. The property 
and rights of foreigners are respected and protected. The disposition of the govern- 
ment and of all classes is friendly to foreigners, and with rare exceptions the people 
are especially inclined to the citizens and institutions of the United States. They 
like our products, and prefer many of them to those of European countries. (Report 
by Minister Abbot, of Bogota, September 4, 1889.) 

MINES. 

Colombia is without doubt rich in mineral resources. The mountainous part of 
the interior abounds in gold and silver, and in some parts iron is found in considerable 
quantities, while on the coast, in the region of Santa Marta, copper exists. The work- 
ing of the iron mines has not proved a success, while the copper has not been attempted. 
An American mining engineer has lately reported petroleum in very considerable 
quantities to exist in Tubara, 12 miles from Barranquilla, and within the limits of 
this consular district. But the principal mines are of gold and silver. Until a few 
years ago these mines were almost entirely in the hands of the English; but recently 
there has been an influx of American enterprise, capital, and machinery. It is too 
early yet to say what will be the outcome of this, but with better communication 
and facilities for getting the heavy machinery into place there seems to be no rea- 
son why these mines will not be worked to advantage. 

COLOMBIAN RAILROADS. 

The information, obtainable only from Government archives at the capital of the 
nation — so distant and so unapproachable except with a " golden key" — has rendered 
it necessary to rely on my own observations and the engineers in charge of construc- 
tion and management. I inclose a plan of the railroad system, presuming it may lead 
to a better understanding of the present report. The railroad system of the interior 
of Colombia is as yet In its embryonic stage and slow in growth. 



INTERNATIONAL AMERICAN CONFERENCE. 125 

The capital that might have built railroads and brought remunerative order out 
of a chaotic realm of natural wealth has been mainly spent in fostering and suppress- 
ing political revolutions. 

The internal resources of Colombia in precious metals, coal, iron, copper, gums, 
dye woods, medicinal plants, fibers, and valuable timber should rank her among the 
most prosperous in the family of republics. 

The only road in this consular district in actual service is the Bolivar, between 
Barranquilla and Salgar, the port for shipment. A branch road to Puerto Colombia, 
not yet completed, will terminate at the pier now building, where steamers can dis- 
charge and receive freight in the future. The railroads to be considered are the Boli- 
var, Cauca, Jirardot, the Antioquia, and the Dorado. I name the Bolivar first as being 
the first in importance in its service and aid to foreign commerce, as well as in its per- 
fect management. 

A slight digression here may obviate a more prolonged explanation later. The 
mouth or delta of the Magdalena River, the great commercial artery for eight States 
of the Republic, is obstructed more or less at all seasons by a shifting bar formed by 
the sediment of the Magdalena, the Cauca, and their hundreds of tributaries. It is 
and has been a " marine cemetery," so to speak, for the past forty or fifty years. 
Vessels enter the river sometimes with from 18 to 20 feet of water on the bar, but a 
few days later, when cleared for departure, there may be but 9 or 10. Loaded vessels 
outward bound have waited sixty or seventy days watching for the favorable com- 
bination, which seldom occurs, of a fair wind, good depth of water on the bar, a mod- 
erate sea, and a reliable pilot to get safely out of this aquatic trap. And it is not an 
exaggeration to say that one-quarter part of the sailing craft has been lost in exit or 
entrance. Vessels have been lost on the bar when in tow of a powerful tug-boat and 
piloted by one of the best experts on the coast. During the past month an American 
schooner, the F. G. French, of New Haven, could not get out on account of the heavy 
sea on the bar, the prevailing northerly wind, and the uncertainty of the eccentric 
channel, which may or may not be as it was upon the entrance. A British barken- 
tine has been nearly two months in the same dilemma, and on the 26th ultimo the Ger- 
man brig Enrique was lost with a valuable cargo, and two of her officers were drowned, 
in endeavoring to reach the proper entrance to this delta of the Magdalena; a river 
800 miles in navigable length, exclusive of its tributaries, one of the great rivers of 
the world, but without a light-house, a beacon, or even a buoy to mark its entrance, 
with no landmarks, no pilots, and a channel as shitting and unstable as the sands 
that bar the entrance. It was to obviate this peril to life and property that the Boli- 
var Railroad was constructed. 

When the branch to Puerto Colombia is completed steam-ships can lie alongside a 
pier in smooth water, in a port easy of access, to discharge and receive freight. Six- 
teen thousand three hundred and seventy-one tons of exports from the interior have 
been passed over this road for shipment during the year 1887, and 11,848 tons of im- 
ports have been delivered at the Barranquilla terminus for the interior trade. 

The exports are from the marginal towns and villages along the rivers accessible 
by river steamers, and only a fractional part of what might be sent to the coast for 
foreign markets reaches commercial channels through a lack of proper roads and the 
scarcity of labor. Seven steam-ship lines touch at Salgar to discharge and receive 
freight, mails, and passengers. German line from Hamburg twice a month ; Royal 
Mail twice a month to and from Southampton ; West India and Pacific, English, 
twice a month from Liverpool ; Atlas, English, from New York, twice a month ; Har- 
rison, English, Liverpool and New Orleans, twice a month ; General Transatlantic, 
French, twice a month, and the Spanish line twice a month. The passenger traffic 
over the Bolivar road from and to the Salgar terminus has more than doubled during 
the past three years. 

Should the Dorado and the Antioquia roads be pushed to completion there would 
be four trains or more daily to Salgar instead of only two, as at present. But of these 
roads we will speak in the proper routine. 

The Bolivar is under American management ; is owned by private parties. The 
rolling stock now in service, of English manufacture, will be replaced as the necessity 
arises with American. The extension of the branch road to Puerto Colombia, on the 
northwest side of Salgar Bay, makes the distance from the Barranquilla terminus to 
the pier eighteen miles. The Salgar terminus will probably be abandoned in the im- 
mediate future. 

Barranquilla to Salgar wharf is 14 miles, and the necessity for steam-tugs and 
lighters between Salgar and the shipping will soon be abolished, and probably lower 
rates of freight will be established to the pier at Puerto Colombia. 

The rate for passengers at present is |5 per capita for first-class from Barranquilla 
to the shipping, or vice versa ; |3 for second class ; and freight at the rate of $2.50 per 
ton. 

The Cauca Railroad. — This road, the construction of which was commenced in 1878 
and was to connect with Call and the west bank of the Cauca River, has its present 



126 INTEENATIONAL AMEKICAN CONFERENCE. 

terminus at Cardova, 12 miles from Buenaventura. It is now government property ; 
has been surveyed to Cali, but the work has been suspended. 

At the time the contract was made the National Government ceded to the grantee 
500,000 acres of wild land on both sides of the line in alternate lots of 10,000 hectares 
each. During the construction of the road, and for five years after its completion, all 
the material for construction and operation — tools, food, medicine, etc., were to be 
free of duty, tax, or impost. The State governments of Cauca and Antioquia were 
joint share-holders, the National Government agreeing to contribute $3,000,000, one- 
half of the estimated cost of the road. An exclusive franchise for forty years was 
guarantied by the National Government. The passenger tariff for the 70 miles — Buena- 
ventura to Cali — was to be $5 for first class, $3 for second class, and 1 cent a pound 
for freight. For way traffic a differential tariff would be established within the speci- 
fied limits. 

An integral and important part of the contract was the construction of a pier at 
the port of Buenaventura to accommodate loaded trains and ships drawing 20 feet of 
water. As far as can be learned from unofficial sources, failure in payment of prom- 
ised subsidies and revolutionary troubles have prevented the continuance of the work. 
The grantee on the one part and the Government on the other made an amicable ad- 
justment, and the line as far as completed (12 miles) became the property of the gov- 
ernment of Cauca and the nation, and its future is a matter of vdgue uncertainty. 

The Jirardot Railroad. — By reference to the accompanying plan it will be seen that 
this line has been completed to Portillo, 12 miles. The line has been surveyed to 
Bogota, a distance of about 80 miles. It is a Government enterprise, and presents 
engineering difficulties of no ordinary character. The work is progressing slowly, 
but owing to the topographical features of the route, gradients will be necessary at 
several points on the line of survey ; and it is considered doubtful whether the road 
when completed will ever pay its running expenses. Passengers coming up the river 
en route for Bogota prefer to leave the river steamer at Yegnas, taking the Dorado 
Bailroad to Honda ; then they cross the river and proceed by the old mule road, con- 
secrated by a century of usage. Comfortable hotels, in picturesque locations, break 
the journey into easy stages, and whether for business or pleasure the majority of 
travelers who have had a surfeit of river travel between Barranquilla and Yeguas do 
not care to spend two or three days more on a small steamer on the Upper Magdalena 
for the doubtful pleasure of skirting mountain spurs and crossing ravines on trestle- 
work among the Cordilleras. Kemarks on the future progress and prospects of this 
line would be premature ; its history is a subject for the future. (Gauge 3 feet, rail 
30 pounds, section completed in 1884.) 

The Antioquia Bailroad. — From Puerto Berrio to Medellin, 125 miles, has been com- 
pleted to Pavis, 30 miles from Puerto Berrio. The first contract for this road was 
signed in February, 1874, modified on the 4th of May following, and in July, 1876, a 
new contract was made for tiie termination of the line at Barbosa, a distance of 100 
miles from Puerto Berrio. This also is a road of heavy gradients. The State of An- 
tioquia was to contribute at the rate of $17,700 per mile, but not to exceed a total of 
$2,000,000, upon which basis State bonds were issued. The State of Antioquia, as 
share-holders of one-third part of the enterprise, owned the right to one-third of its 
proceeds. The grant was for the period of fifty-five years, with exclusive privilege 
for thirty years, beginning from the 1st of March, 1883. The same immunities and 
privileges in regard to duties and taxes as specified for the Cauca road were also 
conceded for the Antioquia. The maximum rates of fare and freight were: For first- 
class passengers, 12 cents per mile; second class, 8 cents; third class, 4 cents. Im- 
ports, 30 cents per ton per mile ; exports, 25 cents, and coffee and tobacco 15 cents a 
mile. 

With this brief summary of the principal features of the grant it may not be amiss 
to mention some of the difficulties. 

There are to be 22 bridges, 115 trestles, 58 culverts, 4,135,288 cubic yards of earth- 
work, and 177,242 cubic yards of retaining walls. The central Cordillera to be 
passed at its greatest depression, 5,177 feet above sea-level, " requires the adoption of 
6 per cent, gradient." But in spite of the difficulties to be overcome, the original 
design of the projector, the grand project of joining the Magdalena Valley to the 
Pacific coast by the union of the Cauca and the Antioquia roads would open up a 
realm of wealth. There are five hundred and eighty mines of gold or silver constantly 
worked, a large number without machinery, within those mountain barriers, only 
accessible by bridle-paths, rendering the transportation of proper tools and machinery 
impossible. On some of the interior rivers marble in inexhaustible quantities could 
be quarried, especially on the Claro and Nare. 

Coal belts have been discovered, alum, sodium, calcium, manganese, cobalt, lead, 
zinc, mercury, arsenic, and platinum have been reported upon ; agates, jaspers, and 
variegated marbles are found in the mountains. The population of the more mount- 
ainous regions of Colombia are the bone and sinew of the nation — hardy, persevering, 
and industrious — good herdsmen, agriculturists, or foresters in times of peace, and 
brave and reliable soldiers in war. 




S. Ex. 125 face p. 126 




.v^ ,,ji.^.4J^\/ .; .,3. .> 



S. Ex. 130 face p. 136. 



INTERNATIONAL AMEBIC AN CONFERENCE. 127 

Sugar, cotton, corn, rice, wheat, tobacco, cocoa, coffee, aniseed, are some of the pro- 
ductions awaiting an outlet from the valleys and tahle-lands of the interior to navi- 
gable waters. The space to which this report should be limited prevents a more de- 
tailed description of domestic and forest products intended to be reached by the An- 
tioquia Railroad. 

The Dorada Bailroad. — It is necessary to refer to the Magdalena River, especially 
io that portion of the river between Honda and Yeguas, unnavigable when the water 
is low on account of the rocks, shoals, and rapids in that section of the river. 

In 1872 the State of Tolima granted an exclusive privilege for constructing a rail- 
road between the waters of the Lower Magdalena, at Caracoli, and the Upper Magda- 
lena, at Honda, and a bridge across the river at Honda. A series of rapids and falls 
at this place forms a barrier between the upper and lower rivers. 

The National Government guaranteed, for twenty- five years, 7 per cent, interest on 
the sum of £42,000 sterling — the estimated cost of the work. The preliminary surveys 
elicited adverse reports. That the capital so guaranteed was insufficient for the purpose, 
and that such a short line would be expensive in working, especially in competition 
with the time-honored mule train, that would still absorb a good portion of the traffic 
on the 3 miles of road. Navigation being difficult and dangerous for at least 150 miles 
below Honda, application was made for and a new concession granted with exclusive 
privileges. English capital could not be found for the original plan, as the cost was 
estimated at £16,600 sterling per mile. Taken by itself this seemed excessive, but 
in conjunction with 27 miles on which the cost would be exceptionally low, the aver- 
age cost did not seem so great. The projected plan for the extra concession was to 
connect a port below El Dorado with Honda, and the bridge to cross the river at 
that place — about 30 miles along that part of the river most obstructed by shoals and 
rapids. The road has been completed to Yeguas, about 18 miles. Owing to revolu- 
tionary disturbances, additional time was granted (to August, 1885) to extend the 
road to Conejo. 

The National Goverumen t grants a subsidy of |5,833 per mile, as completed, and 
an exclusive privilege for eighty years, at which period it is to become the property 
of the nation. Seven per cent, annual interest is allowed for any delay in the pay- 
ment of the promised subsidy. The road between Caracoli, below Honda and La 
Noria, above Honda, has been in service since June 1, 1882, effectually uniting pas- 
senger and freight traffic between the waters of the Lower and the Upper Magdalena. 
This, the most difficult part of the road, cost $64,000, and the engineers have esti- 
mated the remainder of the road at a cost of $16,000 per mile. 

The bridge across the river at Honda will probably be built in the future, but as 
yet nothing has been done towards its construction. Some five years ago a Colom- 
bian railroad enterprise was inaugurated to construct a railroad from Puerto Wilches, 
on the eastern bank of the Magdalena River, to follow the valley of the Sogomosa 
River and reach Bucuramauga. The line was surveyed and a short section of track, 
less than a mile, was laid. 

Both the State and the National Government contributed aid to the project. Pre- 
sumably the revolution of 1884-'85 caused its suspension. Rumors of a new contract 
are current, but no official data has come to hand in regard to its prospects. Before 
closing this report mention should be made of a projected railroad scheme to connect 
Santa Marta with one of the up-river ports. There are 20 miles of road completed 
from Santa Marta to the Cienega station, and the line is being surveyed, it is reported, 
to Banco. As a large section of the line south of the Cienegas is on alluvial lands 
snbjectto overflow, and the main portion is through swamp jungle and across various 
lagoons and water-courses of promising difficulties, it would be premature to ex- 
press any positive opinion as to its future. There are said to be copper mines in 
course of development within reach of the line tliat may be largely remunerative in 
the future, but it is doubtful whether profits derived solely from such a course would 
be able to cover the interest on sufficient capital to build such a road — through a 
district very sparsely populated — and in competition with the steam-boat lines. 
(Report by S. M. Whelpley, United States vice-consul, Barranquilla, March 10, 1888.) 

VENEZUELA. 

The total area of the Republic, in its official statistics, is computed at 1,639,398 square 
kilometers (of which 2.59, or nearly 2f , make 1 square mile, English) ; of this, the sec- 
tion south of the Orinoco River and its great tributary, the Apure, and the delta of 
the former, contain the State of Bolivar and the territories of Yuruary, Caura, Alto 
Orinoco, and Alto Amazonas, with a collective area of 1,044,294 square kilometers. 
In 1883 the entire population of this vast region was but 108,352 souls. As 10,861 
were in the single city of Ciudad Bolivar, and at least as many in the gold regions 
near it, and many thousands of the subjugated but scarcely civilized Indian tribes 
were included in the census, the remainder must constitute an exceedingly sparse 



128 INTERNATIONAL AMERICAN CONFERENCE. 

population, so mucli so that the population of Caura on 58,458 square kilometers 
seems not to have been counted at all, but included in that of the State of Bolivar. 
It is difficult to estimate the area and population north of the Orinoco and Apure. 
The greater mass of the population lies upon the comparatively narrow rim of the 
Republic in the elevated regions bordering on the Caribbean Sea and Lake Maracaibo, 
which extends southwardly to the slopes of the Andes. 

The obviously leading thoughts of both the rulers and the business men of Vene- 
zuela are to connect its populous and productive uplands with the Caribbean searports 
by railways. Those uplands occupy precisely the relations to those ports which the 
eastern ports of the Mississippi Valley do to the|Atlantic sea-board except that the lines 
of communication between the former must be from north to south. A railway is 
already in successful operation from La Guayra to Caracas and a few miles beyond. 
Mr. Bird, United States consul at the former place, suggests in his report of May 1, 
1884, that it should be extended through the mountains southwardly to the Orinoco val- 
ley. From Puerto Cabello a railway is in course of construction southwardly to Va- 
lencia, and the late very progressive ruler of Venezuela, General Guzman Blanco, 
made Government contracts for the construction of a railway from Grita in the heart 
of the mountains in the State of Los Andes, down to Lake Maracaibo. After the suc- 
cesses of our own engineers in overcoming the obstacles of our Rocky Mountains, the 
Andes in Pern, and even in the short line which has been built in Venezuela itself 
around the 8,000 feet high mountain between La Guayra and Caracas and of European 
engineers in Switzerland and India, it is a question only of energy and capital how 
long it will be before all the really salubrious parts of Venezuela will be connected 
by railways with the ports on the Carribbean Sea.* 

The following is a brief statement of railroad building in Venezuela taken from the 
Statistical Annuary of Venezuela for 1887 : 

Railways open to traffic. 

Miles. 

From Caracas to La Guayra 23.6 

Tucacas to Aroa 55.8 

La Ceiba to Sabana Mendoza 25. 1 

Caracas to El Valle 3. 4 

Marquetia to Macuto 4.3 

Carenero to Rio Chico 19. 8 

Caracas to Petare 6.2 

Caracas to Antimano. 5.5 



143.8 
Bailtoays in construction. 

From Puerto Cabello to Valencia 33.5 

Petare to Santa Lucia 27.3 

Santa Cruz to La Fria 55. 8 

Orinoco to Yuruari 124.0 

Barcelona to the Coal Mines 11.8 



252.4 
Lines contracted and heing studied. 

From Caracas to La Victoria 62.0 

Petare to Cindad Bolivar (through Guarenas, Guatire, Rio Chico, etc.) . . 449. 5 

Puerto Cabello to Zamora 186. 

Maracaibo to Cojoro 96. 1 

Coro to La Vela , 7.4 

San Cristobal to Uribante 49. 6 

La Luz to Barquisimeto, Tocuyo, and Trnjillo 217.0 

Merida to Mucuchies and Bobures 161.2 



1,228.8 



A French company has recently acquired a concession to build a railway from San 
Carlos del Zulia to Merida, and to operate a line of steamers in connection with it 
between San Carlos on the Escalante and Maricaibo. 

Most of these railways have obtained guarantees from the Government of 7 per cent, 
interest upon their capital proportionate to the cost of the road, to continue for ninety- 

* Report of Sonth American OotninisRioii. 



INTERNATIONAL AMERICAN CONFERENCE. 129 

nine years; and some hare a further grant of authority to work all mines within a 
certain distance of their lines. These railways have all been constructed by British 
capital. 

The statistical annuary of Venezuela for 1889 makes the following statement: 
There are completed to the present time (July 1, 1889) 316 kilometers (196 miles), of 
which 37 kilometers (23 miles) are from Caracas to La Guayra ; 8 kilometers (4.9 miles), 
Marquetia and Macuto ; 5 kilometers (3.1 miles), Caracas and El Valle ; 54 kilometers 
(33.5 miles), Puerto Cabello to Valencia ; 90 kilometers (55.8 miles), Tucacas and 
mines of Aroa ; 35 kilometers (21.7 miles), La Ceiba and Sabaoa de Mendoza ; 19 kilo- 
meters (11.8 miles), Barcelona and Bay of Guanta; 33 kilometers (20.5 miles), Care- 
nero to San Jos6 ; 20 kilometers (12.4 miles) are in the Central Railroad ; 15 kilometers 
(9.3 miles) in the great railroad of Venezuela. The Central is to be 240 kilometers 
(144.8 miles) long from Caracas to Valencia. The great railway will be 300 kilometers 
(186 miles), and will connect Caracas with San Carlos in the state of Zamora. 

RAILROADS IN VENEZUELA. 

On the 16th ultimo the railroad between this port and Valencia was formally 
opened by President Hermogenes Lopez. 

The Puerto Cabello and Valencia Railroad, as it is called, was commenced a little 
more than two years ago by Perry, Caruthers «fc Co., of London, contractors. On 
the 1st of April it will pass into the hands of the company, of which Mr. W. Mallon is 
general manager. The gauge is 3 feet 6 inches — 6 inches wider than the track be- 
tween La Guayra and Caracas. 

The distance is 54 kilometers. Valencia, the southern terminus, is a city of some 
40,000 people, and is situated in the heart of one of the richest agricultural regions 
in the country. In fact, it is admitted that the States of Carabobo and Lara are the 
first in agricultural development in the entire republic. Another railway, from Ca- 
racas to Valencia, about 300 kilometers in length, is in process of construction by an 
English company. It is reported that Krupp, of Krupp gun fame, has a concession 
for still another railway between the two cities mentioned above. 

Another railway is projected between this port and Aurare, which is not far from 
the Apure River, one of the principal tributaries of the Orinoco on the north. This 
is also about 300 kilometers in length. 

There is still another line of railway — already commenced — in this consular dis- 
trict, extending from La Luz to Barquisimeto, a distance of 85 kilometers. 

These lines will open up a great agricultural and mineral district, facilitating 
greatly the movement of merchandise to this port, and will doubtless build up and 
develop the country's resources more largely, and materially improve and advance 
the interests of the people throughout the entire country, and will be the best means 
of placing the Government on a much more stable basis fthan it has ever had. (Re- 
port by David M. Burke, United States consul, Puerto Cabello, March 15, 1888.) 

Consul Plumacher, under date of February 5, 1889, reports that the Credit Mobilier 
of Paris has commenced preliminary work upon a road from La Fria to San Cristobal. 
The chief engineer, M. Dubosques, died from yellow fever almost upon arrival at La 
Fria, which will probably delay operations. Another road from the city of Merida 
to the lake coast is about to be begun. 

A railway from Santa Barbara, at the southern extremity of the lake to San Cristo- 
bal will be commenced within a month, the contractors being a, French company. 
No railroad in Venezuela will excel this in importance, and it has been talked about 
for many years, but there is every reason to believe that it will now be vigorously 
pushed through to completion. (Report by E. H. Plumacher, United States consul, 
Maracaibo, February 20, 1889.) 

Referring to previous dispatches from this office respecting the projected railway 
from Lake Maracaibo to the ciry of Merida, I now have the honor to report that the 
work has already commenced, the contractors being a company formed in Paris with 
the title of "Compagnie Francaise des Chemins de fer Venezu^liens." 

The original concession was granted to the Duke of Morny, son-in-law of General 
Guzman Blanco, who transferred his privileges to the above mentioned company. 
The engineer in chief, with a complete staff and a large amount of material, arrived 
in this city last month, and the preliminary work has already begun. When the 
terms of the contract became generally known, however, there immediately arose a 
strong opposition on the part of the people who, although fully appreciating the in- 
calculable advantages of direct railway communication between Lake Maracaibo 
and the rich coffee regions of the CordiUiara, were very unfavorably impressed with 
the extraordiuarilv exceptional privileges granted to the contractors. 

S. Ex. 125 9 * 



130 INTERNATIONAL AMERICAN CONFERENCE. 

I inclose translation which appeared in the Fonografo, a leading Maracaibo news- 
paper, giving a tolerably accurate idea of the general feeling of the people. It is 
true that all railways constructed in Venezuela have been favored with a guar- 
anty clause iu the contracts, assuring to the contractors an interest of 7 per cent, 
upon the capital invested, but it is complained in this case that the estimate of the 
cost of construction is excessive. Of the 170 kilometers comprised in the line the 
first 60 have been estimated to cost $60,000 each and the remaining 110 $70,000 each. 

It must be acknowledged that the conditions topographically and otherwise are 
peculiar, as one part of the road will pass through swamps and morasses and another 
will necessitate heavy rock work in order to climb the Cordillera ; but even taking 
all this into consideration it is to be regretted that American capitalists did not take 
this enterprise in hand. For years this consulate has called attention to its impor- 
tance and to other opportunities for successful investments, but these suggestions 
have been utilized almost invariably by foreigners and not by Americans, for whose 
knowledge and benefit they were intended. 

In this consular district there is now one railway in active and successful operation 
(that of La Ceiba), which will probably soon be extended to Valera by a French com- 
pany. The Merida road is French property, and there is still another about to be 
constructed from one of the tributaries of the lake to the city of San Cristobal, also 
under a French contract. We are thus losing constantly excellent opportunities of 
augmenting our commercial prestige in this Republic. The French, particularly, 
have recently shown much activity in Venezuelan enterprises, and the only coal de- 
posit where serious efforts have been made for the extraction of the mineral is granted 
to a Paris company. 

In this connection I beg to state, as indicative of the interest taken by Europeans 
in these matters, that my report of February 3, 1888, referring to commercial and in- 
dustrial matters in this consular district, published by the Department, attracted 
the attention of the British Government, and the foreign minister recently sent a 
personal cablegram to the British consul at this port, requiring detailed information 
respecting the petroleum deposits referred to at length in my above mentioned dis' 
patch. 

It would be gratifying to me wera our own people to take advantage of these 
numerous opportunities for the enterprises of railways, coal mines, petroleum deposits, 
etc., but as it has often been mentioned in consular reports from various parts of 
South America the information thus furnished for the benefit of the capitalists, mer- 
chants, manufacturers, and exporters of the United States is acted upon more by 
Europeans than by our own people. 

To return, however, to the railway, which is the immediate subject of this dis- 
patch, I shall endeavor to keep the Department informed as to its progress and chances 
of completion. There are other details in connection with the enterprise, such as the 
alleged exclusive privilege of steam navigation on the lake, which are not yet sufiB- 
ciently clearly defined for me to inform the Department with accuracy, but I think 
I can safely say that such a monopoly can not possibly exist, especially as it would 
conflict directly with the interests of an American company chartered and incorpo- 
rated in New York. (Report by E. H. Plumacher, consul, Maracaibo, March 8, 1889.) 

I have the honor to furnish the Department with further details respecting the 
progress of the railway from the lake coast to the city of Merida, as referred to in my 
dispatch No. 574, of March 4, last. 

In January last the chief engineer, Mr. "William H. Burr, an Englishman, and a 
staff of assistants, principally Americans engaged in New York, together with an 
English physician, arrived at Maracaibo and began the organization of the work. 
The circumstances attendant upon the concession for this enterprise were somewhat 
peculiar, and a brief r6sum6 thereof will be of interest to those of our own country- 
men who may contemplate similar enterprises in this Republic. 

When the question of a railway from the lake shore to Merida was first seriously 
discussed, Guzman Blanco was then supreme in Venezuela and in actual possession 
of the presidency. 

His son-in-law, the Duke de Momy, visited this country immediately after his 
marriage, and was at once granted various valuable concessions, among them one 
for the construction of a railway from San Carlos, a river port at the extreme south 
of Lake Maracaibo, to the city of Merida. 

This concession was granted by the executive power, needing only the approval of 
Congress to render it valid. As for nearly twenty yeai's, however, the will of Guz- 
man had been the law of the land, and as the national legislature had never hesi- 
tated to approve all of his acts without discussion, it was taken for granted that this 
railway contract of de Morny would be at once confirmed, although its terms were 
highly disadvantageous to the country and proportionately favorable to the conces- 
sionaire. 

In a previous dispatch I pointed out the just grounds of the people at large against 
the issue of a contract based upon such unequal terms, and inclosed newspaper arti- 



INTERNATIONAL AMERICAN CONFERENCE. 131 

cles referring to the matter, in which both Guzman and his son-in-law were severely 
handled. However, as time elapsed the reaction against the dictator took place, and 
the present incumbent, Dr. Rojas Paul, succeeded to the Presidency. Congress met, 
and most of the contracts made by General Guzman Blanco were disapproved, but 
this particular concession for the Merida road was not submitted, its supporters fear- 
ing, no doubt, that in the existing temper of Congress and on account of the force of 
public opinion it would meet a like fate. 

In the meantime De Morny had formed a company in Paris, he and his father-in- 
law, it is said, being heavy stockholders, and this company contracted for the con- 
struction of the road with the Compagnie de Fives-Lille, a French firm whose opera- 
tions extend over the greater part of the civilized world. This latter company, it 
will be understood, are merely the constructors, having engaged to build the road 
for a stipulated sum, and have nothing whatever to do with questions of concessions 
or ownership. 

It will be noted from the foregoing, however, that the contract is not yet approved, 
and if, in February next, when the Venezuelan Congress meets, it should be thrown 
out, then the company formed by the Duke de Morny will be obliged either to sus- 
pend operations after having already expended a large amount of money, or to con- 
tinue at their own risk without the Government guaranty of 7 per cent, upon outlay, 
which is the backbone of the concession. 

Of course it is impossible to prophecy what Congress may do, but it is certaiu that 
if the contract should be approved it will be greatly modified, as the estimated cost 
of the road, as accepted by Guzman Blanco, and upon which the 7 per cent, guaranty 
must be given by tliis Government, is scandalously in excess of even the most gener- 
ous computation. 

From the very beginning this project has been viewed but coldly by the Venezue- 
lans, and with reason. As the traffic between Merida and Maracaibo is comparatively 
insignificant, the former city being situated in the poorest part of the Coidillera, it 
is difficult to see how a fair interest above running expenses can possibly be obtained 
upon the capital invested, and for many years, should the concession be finally ap- 
proved, the people of this country would be taxed to maintain a line which really 
offers but few advantages, and the whole afl"air has borne such an unmistakable odor 
of a job in favor of the contractor that the only friends of the project are the few who 
for various reasons may be directly interested. 

It is true that a railway from Lake Maracaibo to the rich coffee regions of the Cor- 
dillera is a necessity, but Merida is the worst possible point that could have been 
selected, and the projected road from San Cristobal, the seat of one of our consular 
agencies, to which I will have the honor to refer in a subsequent report, will fill all 
the present needs of the situation. 

Notwithstanding the unpopularity of the Merida contract and its lack of final ap- 
proval by Congress, it was determined to begin work and trust to the influence of 
Guzman Blanco to straighten out all difficulties, and in January last, as previously 
stated. Chief Engineer Burr arrived as representative of the construction company, 
and it is to the result, or rather want of result, of the operations of the past ten 
months that I desire to call attention. 

These details may not appear of great interest, but will be appreciated by railroad 
men at home who may some time be engaged in similar enterprises in this country, 
and, as one of the results of the Pan-American Congress will be to call particular at- 
tention to the South American Republics and the fields there off'ered for the enterprise 
and capital of our people, it seems to be especially appropriate just now to explain 
clearly the industrial situation. 

The history of the Merida road, from the beginning of the work up to the present, 
is simply a record of mistakes in administration and management. 

The starting-point of the railway is at the town of Santa Barbara, situated on the 
river Escalente, 30 miles from its mouth, which latter is at the southern extremity of 
the lake, about 100 miles from Maricaibo. 

The chief engineer- established his headquarters in this city, where he has remained 
almost constantly, exercising no personal supervision over the work. 

For convenience of survey the line was divided into nwo sections, the first from 
Santa Barbara to the foot of the mountains, and the second from this latter point to 
Merida. 

The first section, comprising an almost level plain, was placed in charge of Mr. J. 
T. McGanran, a well-known New York engineer, and the second under control of 
Mr. C. Corner, with a corps of American assistants. The personnel of the staff ap- 
peared to leave nothing to be desired, but nevertheless ten months have elapsed, a 
large amount of money has been expended, and comparatively nothing done. Want 
of personal inspection on the part of the chief engineer may have been at the root of 
the matter, as, without being actually present at times in the field, it has naturally 
been impossible for him to keep thoroughly posted as to the necessities of the situa- 



132 INTERNATIONAL AMERICAN CONFERENCE. 

tion, and enterprise, as far as the practical part is concerned, may be considered 
acephalous. 

This had its natural result, dissatisfaction ensued among the assistants, several of 
the American engineers having presented complaints at this consulate for non-fulfill- 
ment of details of contracts made with them in the United States and for other rea- 
sons, many of these complaints being, no doubt, well-founded. 

The work progressed very slowly and unsatisfactorily, and to-day, more than ten 
months after the initiation of the surveys, they are not yet completed, although the 
entire distance is but 30 leagues. It will be remembered, moreover, that this is a 
climate of perpetual summer, where inclemency of weather is not a factor in the con- 
sideration of obstacles. It will seem almost incredible to our railroad people in the 
United States that, with ample funds and competent engineers, ten months have not 
sufficed to complete the survey of less than 100 miles, one-half of that distance being 
a level plain. 

In the mean time the company in France has dispatched many ship-loads of rails, 
locomotives, etc., expecting that at least the first section would be entirely finished 
and trains running before now. The fault has been want of administrative judgment, 
and the working staff as first organized has now gone to pieces, and within the past 
few days a large party of engineers (all French) have arrived to replace vacancies. 
Mr. Burr, as far as is now known, still remains as chief engineer, although some of 
his former subordinates have made complaints against him to headquarters at Paris. 
It is true that in this country the administration is much more difficult than at home, 
but in the matter of the Merida road there has been such an absence of good judgment 
and administrative tact as to serve as a warning to impresarios in the future. 

Lake Maracaibo is fed by about one hundred and fifty rivers, each one extending 
far inland, making the circumference of the lake an almost continuous swamp, with 
occasional stretches of solid ground between the river systems. It will therefore be 
readily seen that a railway from the Cordillera could not possibly arrive at the city 
of Maracaibo except by an enormous expenditure of money, far in excess of the most 
costly works of a similar character in any part of the world. A convenient port on 
one of the lake tributaries must be selected as a terminus, and from there steamers 
must connect with Maracaibo. This naturally necessitates a system of lake and river 
navigation in connection with the railway, and, recognizing this fact, the contractor 
was ill-advised enough to have a clause placed in the concession giving him the ex- 
clusive right of lake navigation. The absurdity of this is evident when it is con- 
sidered that hundreds of sailing vessels have for generations traversed the lake and 
rivers, giving employment to thousands of people, and that there already exist vari- 
ous steam-ship lines, some under American charter. Appreciating this, the company 
formed by de Morny hastened to explain that this exclusive privilege only extended 
to steam navigation, which is also a ridiculous assumption, as for years American 
companies organized in New York and doing business under Venezuelan license have 
been actively engaged in the navigation of the lake and its rivers, and their exclusion 
would now bring about an international question. 

It is much to be regretted that our own countrymen have not taken part in railway 
matters in this Republic, and the general opinion, as freely expressed in this section, 
is to the effect that if the Merida road, with all its natural drawbacks and unpopu- 
larity, had been from the first under American control the result to-day would be 
very different. 

A!s the case now stands, time and money have been wasted, the prestige of the con- 
structors has received a severe blow, and the only thing tangible to show for so many 
months of work and such a large outlay is an incomplete survey and a few hundred 
yards of track laid at the village of Santa Barbara. It is expected that the recent 
arrival of the new staff from France may bring order out of chaos ; but a very difterent 
system must be adopted, and even should the survey and construction now proceed 
satisfactorily, yet it is doubtful whether Congress, in its session of February next, will 
approve the concession, even under modified and more reasonable conditions. (Re- 
port by E. H. Plumacher. U. S. Consul, Maracaibo, December 6, 1889.) 

ECUADOR. 

This country may be said to consist of three parts — the western slope, the Quito 
Valley, and the Napo region, so formed by the two Cordilleras of the Andes travers- 
ing the country from north to south. The Quito Valley having a general elevation 
of 7,000 feet is separated into three parts by lateral ridges, called sierras; the first, 
on the south, contains the cities of Loja and Cuenca and is about 50 miles in length ; 
the middle basin, about 130 miles in length, is rather barren, and has the cities of 
Riobamba, Ambato, and Tacunga ; the third and most northerly, in which is situated 
the city of Quito, the capital, is rich and fertile. 



INTEKNATIONAL AMERICAN CONFERENCE. 133 

The Napo region is a dense primeval forest, broken only by rivers. There is not a 
good road in the whole province, and it is very thinly inhabitated. The Andes slope 
rapidly both in this region and on the western coast. 

The river system consists of the Napo, Pastassa and Santiago, tributaries of the 
Maranon, and the Mira, Esmeraldas, and the Guayaquil flowing westward into the 
Pacific. The waters of the Quito Valley proper flow into the Pacific, while at Ambato 
the Pastassa flows into the Amazon. 

The rainy season on the eastern slope is from Match to November, with the greatest 
rain in April. The mean annual rain-fall at Quito is 70 inches, while at Charleston, 
S. C, it is only 46 inches, and at New York 42 inches. The mean annual temperature 
of Quito is 58. 8°, the extremes in a year being 45° and 70°. 

During this season the rains are frequent, giving rise to the great rivers, the Napo, 
the Pastassa, and their many tributaries flowing into the Amazon. The Maranon at 
Nauta is three-fourths of a mile wide and flows at a rate of 3| miles an hour. The 
Putumayo, which rises in Colombia and enters the Amazon below the Napo, has 
several mouths, one of which is a mile in width. 

The population of Ecuador is given at about 1,000,000, of which the capital, Quito, 
has about 70,000, Cuenca, 30,000; Guayaquil, 40,000. The greater portion of the 
whole population is on the central plateau. 

The western slope is mountainous, the coast having several harbors, the great port 
of entry being Guayaquil, whence merchandise is carried by rail or mules to the in- 
terior. There is one main road to the plateau which in the rainy season is very dif- 
ficult of passage, but along the plateau there is a good road. Several passages from 
the central plateau through the mountains have been followed to the headwater of 
the Amazon, one down the Pastassa River is difficult because of the rapids, another 
by way of Loja to the Maranon is also difficult. There is a road to Macas which is 
little used. The best route is probably from Quito to Papallacta, about 40 miles east- 
southeast from Quito, across an extreme elevation of about 14,000 feet, by a readjust 
passable for horses, thence to Napo village, Archidona and down the Napo River. 
Papallacta lies on the western edge of the great forest. The old maps show the great 
Spanish high road traversing Ecuador from Colombia on the north to Peru on the 
south, touching all the important towns in the central plateau. 

RAILWAYS. 

In the report of the South American Commission it is said that " Finally the Pres- 
ident thought the building of a railroad from Guayaquil to Quito would be a re- 
munerative enterprise. The commerce of the country passes through Guayaquil, and 
it is the most advantageous point from which the interior can be reached. The road 
would be about 160 or 170 miles in length from the head of navigation on the Guayas 
River, and he estimated its cost at not over $4,000,000 in gold." 

Communication between Quito and the Amazon is not difficult, and if opened up 
would no doubt make Quito a thriving city. 

The Yagnache Eailivay, from Yaguache to Chimbo, 40 miles, with an extension 
from Chimbo to Sibambe, 50 miles, almost completed. This is the only railroad in op- 
eration in Ecuador, and is owned by the Government. The construction was begun 
in 1872 and the line opened to Chimbo in 1877 ; the original intention was to build to 
Quito on the north and Guayaquil on the south. A concession has recently been 
made for the construction of the line eastward from Yaguache to Duran, 14 miles, a 
point nearly opposite Guayaquil on the other side of the river. 

A telegraph line from Guayaquil to Quito over this route was completed in August, 
1884. 

Other concessions have been granted for railways in Ecuador as follows: From 
the port of San Lorenzo to Ibarra, about 30 leagues, or 90 miles, the concession being 
for ninety-nine years, when the line reverts to the Government, and 6 per cent, being 



184 INTERNATIONAL AMERICAN CONFERENCE, 

guarantied; from Machala to Azogue and Cuenca ; fromManaM (orBahia)toQuito; 
and in the Province of Eios from Baba to Vinces and Puebloviejo. 
A survey is reported to have been made on the Bahia-Quito liae. 

RAIL-WAY PROJECTS IN ECUADOR. 

In 1885 the Government made a contract for the construction of a section of rail- 
way from Cbimbo to Sibambe, 50 miles m length, an extension of a railroad built 
some fifteen j ears ago by the Government from Yaguache, the head of navigation of 
a river of the same name, to Chimbo. For the construction of this extension the 
Government granted to the contractor, for twelve years, the income derived by it 
from the monopoly of the sale of salt in the Republic, amounting to 200,000 sucres 
annually, and the right to the use for his own benefit of the whole line for tweaty- 
five years, he agreeing to complete the extension in four years. This year the con- 
tractor assigned his contract to a company of this city, known as the Railway and 
Public Works Company, which is now engaged in grading the roadway. Only a few 
miles have been graded so far. The Government has no share in the management of 
any part of the road. The direction from Yaguache to Chimbo is north, and from 
Chimbo to Sibambe east. From Yaguache, 25 miles northeast of this city, to Chimbo, 
the road passes through a fertile country, only sparsely populated, the chief products 
of which are sugar and rice. Several large sugar estates and a few small cocoa plan- 
tations are on the line of the road. The population is almost exclusively agricultural. 
From Chimbo to Sibambe, the terminal point contracted for, the road will pass through 
a mountainous region for the greater part of the distance, reaching at Sibambe an ele- 
vation of 7,500 feet. The country to be tapped by this section produces cattle, wheat, 
barley, and in fact most of the cereals and vegetables of the temperate zones, but the 
population is sparse, composed mostly of Indians, who are very poor and ignorant, 
though peaceable and laborious. The land is fertile and capable of yielding abund- 
ant harvests. . 

Last year the Government granted a concession for a railway from Duran, a point 
across the river and nearly opposite Guayaquil, to Yaguache, 14 miles west by land, 
to connect at that place with the road to Chimbo. For this the contractor is to re- 
ceive from the Government 20,000 sucres a mile, and to enjoy the free use of the road 
for twenty years, at the expiration of which term it is to become the property of the 
Government ; until then the Government will have no share in its management. 
Work has been progressing for the past year, and it is expected that the road will be 
open for traffic in December next. It runs through a low, flat region of country, de- 
voted principally to the pasture of cattle and abounding in tropical fruits. The pop- 
ulation is sparse and composed mainly of Cholos, a mixture of white and Indian, who 
bring the vegetable and fruit supplies to this city. 

With the completion of the two lines or sections there will be arailroad of 96 miles, 
connecting Guayaquil and Sibambe (the latter a town of 2,000 or 3,000 inhabitants), 
and from thence there is a wagon road north to Quito, but it is much out of repair, 
and no wagon, I believe, has ever passed over it. There is some remote probability 
of an attempt, after the line reaches Sibambe, to continue the railroad to Quito. 

A concession and subvention were last year granted for a railroad from Bahia de 
Carequez, a port on the Pacific, to Quito, about 280 miles east of the proposed line, 
the person undertaking to build the road to receive the net income of the custom- 
houses at Bahia and Monta, amounting to 70,000 sucres a year, for ninety-nine years, 
and to have the use of the road for the same period. The Government is to have no 
share in its management. For some 30 miles from Bahia eastward the projected 
road is through a level, flat country. Afterwards it enters the A-ndes and passes 
through a mountainous region, almost uninhabited. Some little grading has been 
done near Bahia, but it is thought to be a very difficult and costly enterprise and one 
not likely to be carried to a. successful termination, with the wholly inadequate means 
at the command of the contractor. (Report by Owen McGarr, U. S. consul-general, 
Guayaquil, Ecuador, July 27, 1888.) 

PERU. 

GEOGRAPHICAL FEATURES. 

Peru is perhaps the best known of all South American countries. It is the seat 
of the ancient civilization of the Incas and contains some of the famous silver mines 
worked for so many centuries. It is divided by its mountains into three regions — the 
coast, the central plateau, and the Amazon region. The coast line of Peru presents 
an almost unbroken front of arid ridges of sand or bleak ranges of rock running some- 



INTERNATIONAL AMEKICAN CONFERENCE. 135 

times to the sea, yet behind those ridges and between those bare mountains are val- 
leys of unparalleled fertility, through which wind streams of water fed by the unfail- 
ing snows of the highest peaks, streams whose volumes and force abate as they reach 
the wall of sand ttrward the sea and in which they are finally lost. There are few 
rivers of the multitude along the western slope of the Cordillera that find their way 
unbarred by sand to the ocean. In these valleys the products of the field are exuber- 
ant and varied, corn, cotton, sugar-cane, alfalfa, rice, with grapes, apples, pears, 
peaches, and other fruits abound. The maturity of the crops depend upon the time of 
sowing and planting, so that they may be arranged to mature consecutively, thus 
keeping the mills always at work. 

The mineral resources of Peru are very abundant. Silver is found throughout her 
territory, also gold, coal, copper, and many other minerals. 

The country is very favorable for the raising of wool, and it is only necessary to 
mention the guano and nitrate deposits to complete the list of the almost unlimited 
resources of this wonderful country. 

The plateau is an agricultural country broken by many ridges. In the south is a 
portion of the great basin of Lake Titicaca, the remainder being in Bolivia; the 
whole is entirely surrounded by hills, thus cutting off all escape for its waters. North 
of this basin, in the valleys, flow the tributaries of the Amazon ; on the plateau they 
flow due north, and then, escajjing through the ridges, pour their waters into the Uca- 
yali, the Huallaga, and the Maranon. These again, increased by the streams rising 
upon the eastern slopes of the Cordillera, enter the Amazon. 

The greater portion of the population live on the central plateau, the Province of 
Jauja being the most thickly inhabited. 

The Amazon provinces are thickly covered with vegetation, and are thinly inhab- 
ited. They are traversed in all directions by water-courses ; the climate is mild, and 
the soil extremely fertile. In this country lies the head of navigation of the 
Amazon, beyond which the ways open to traffic are few, consisting of mule-paths al- 
most impassible during the rainy season. The early Spaniards built extensive roads 
through the plateau, and it is said that the " Eoyal Highway" traversed the country 
from north to south. Along the coast thei'e are also good roads, but across the mount- 
ains there are few passages. Several routes are used from the coast to navigation 
upon the Amazon, as previously mentioned, via the Maranon, Chachapoyas, and Huan- 
uco, besides which there are no doubt others to reach the Purus and the Beni. 

To overcome the difficulties of transportation and to give a market for the exten- 
sive mineral products railways have been extensively built and projected. The 
first efforts were towards the coast, and resulted in the construction of the Mollendo 
and Arequipa and the Callao and Oroya Railways ; but recently others have been pro- 
jected not only to the Pacific, but also to the eastward to reach the Pachitea, the 
Ucayali, and the Purus. 

RAILWAYS. 

Beginning at the north the railroads are as follows : 

Payta to Piura, 63 miles ; gauge, 4 feet 8^ inches ; owned by the Peruvian Govern- 
ment; construction begun in 1872; total cost, $2,000,000. An extension of this line 
to a point on the Amazon River called Limon, passing through the provinces of 
Huancabamba and Jaen, and forming a route which is claimed to be the shortest yet 
projected in South America, between the Atlantic and the Pacific, was originally 
contemplated by the Government, and preliminary surveys were made; but owing to 
the recent disturbed condition of the country the project has practically been 
abandoned. Near Tumbez, about 20 miles north of this road, is the petroleum region, 
producing oil of good quality. East of it is a great sugar region. 

Pimental Eailway, from Pimental to Chiclayo, with branches to Lambayeque, 
Muchumi, Tucuma, Picsi, and Ferranafe ; total length 45 miles, of which 30 miles are 
completed. This company has no subsidy, but has a monopoly for twenty -five years. 



136 INTERNATIONAL AMERICAN CONFERENCE. 

The completed portion, of narrow gauge, has been opeuea for several years, and cost 
aboat 1,000,000 soles. It passes through a rich sugar and cotton country extending 
along the coast about 100 miles and 60 miles inland. 

Eten and Ferranafe Railroad, from Port of Eten to Ferranafe, 50 miles. The 
original concession was made July 3, 1867, to Jos6 A. Garcia y Garcia, and trans- 
ferred by permission of Government, October, 1867, to a stock company. The road 
is of standard gauge and was opened in 1873. 

Pacasmayo and Magdalena Railroad, from Pacasmayo to Guadelupe and Yonan, 
93 miles. This road was built of standard gauge, and is owned and operated by 
the Government. An extension is proposed to Cajamarca, where it touches a 
beautiful grazing and farming country ; it could be extended to the Amazon via 
Chachapoyas and Moyobamba. A portion was destroyed by freshets, because it 
had been located near the river, in which there is a tremendous current in the 
winter. Near its present terminus are rich silver mines. 

Salaverry and Trujillo Railroad, from the port of Salaverry to Trujillo, capital 
of the Department of La Libertad, 85 miles. This road, of 3 feet gauge, was 
built by the Peruvian Government and opened about 1875. There are some coal 
mines farther on, and it is proposed to extend the road to them, but it can have 
no eastern outlet. 

Chimbote Huaras and Requay Railroad, Chimbote to Requay, 60 miles; gauge, 3 
feet. The total projected length is 172 miles. The construction of this road was 
begun in 1870 by the Peruvian Government, which owns and operates it. It 
runs through a broken, heavy country, and touches what is said to be one of the 
richest mineral regions in Peru, there being silver and mineral coal beds on the 
line. The coal is bituminous and valuable for steam and gas ; the supply is said 
to be sufficient for the whole Pacific coast, while the harbor of Chimbote is 
probably the best south of Panama. 

Lima, Ancon, and Chancay Railroad, from Lima to Chancay, 43 miles ; gauge, 1 meter. 
This road forms the first and second sections of the Lima and Huacho Railroad. It 
runs north from the right bank of the Rimac River (which flows through the center 
of the city of Lima), following and nearly parallel to the coast. It was built by a 
stock company and was originally projected to run to Huacho, about 25 miles beyond 
Chancay, but no work has been done on the last section for many years. The con- 
cession was afterwards annulled and the road acquired by the Government. Its total 
cost was $2,600,000. 

Lima and Magdalena Railroad, from Lima to Magdalena, 5 miles ; gauge, 1 meter. 

Callao, Lima, and Oroya Railroad, from the port of Callao to Chicla, 86.5 miles ; 
gauge, 4 feet &J inches. The construction was begun in January, 1870, by the late 
Henry Meiggs, under a contract made in December, 1869, with the Peruvian Govern- 
ment, which called for the completion of the whole line, Callao to Oroya, 135.8 miles, 
in six years. The contractor was to receive $27,600,000 for the building of the line, 
which then was to become the property of the Government. The road presents some 
of the most remarkable engineering achievements in the world. Over sixty tunnels, 
or an average of about one in every 2 miles, pierce the mountain in its path. Among 
these the most remarkable is the Galera, or Summit, Tunnel, 104.5 miles east of Callao, 
which is nearly 4,000 feet long, and is 15,645 feet above the sea-level. At Mount Meiggs 
the road reaches its highest elevation, 17,574 feet, from that point descending the 
eastern slope of the Andes to Oroya, 12,257 feet above sea-level. In addition to the 
large number of tunnels there are also about eighty bridges, the most important be- 
ing the Agua de Verrugas Viaduct, 576 feet long and 253 feet high, constructed on 
the Fink truss plan. 

In consequence of the great engineering difficulties which attended the construc- 
tion of this line its cost greatly exceeded the original estimates, and when the road 
reached Chicla, to which point it has been opened for several years, the funds appli* 
sable to its construction had been exhausted. 



INTERNATIONAL AMERICAN CONFERENCE. 137 

A contraot was made by the Government in 1885 (a copy of which is found in the 
Report of the South American Commission) with M. P. Grace to construct a railway 
between Oroya and Cerro de Pasco, which at the end of ninety nine years shall revert 
to the Government. This contract included the unconstructed section of the Oroya 
Railway between Chicla and Oroya. The company was also to have the preference 
in the construction of railways from any part of the line from Chicla to Tarma and 
Chanchamayo. The section from Chicla to Oroya was to be completed in four years 
fcom the date of the contract, with a penalty attached for its non-completion. 

All articles necessary for the completion and operation of the line were to be im- 
ported free of duty. To complete it to Oroya and Cerro de Pasco is 85 miles, and of 
this part much of the heavy work and tunneling is already finished Cerro do Pasco 
is the heart of the mining region. There is an immense basin 2^ miles in length and 
about 1 J miles in width, in which hardly a shovelful of earth can be turned without 
silver. 

The highest point on this road is 15,684 feet, and the mines themselves are 14,300 
feet above the sea. 

This company owns the Cerro de Pasco Railway, running from the mines to their 
mill and the surrounding estates, used for the transportation of freight and passen- 
gers. The total projected length was 22 miles, of which 9 are built. The estimated 
cost was $1,300,000, upon which the Government guaranties 7 per cent., and work 
was begun in 1869, under a contract with Henry O. Wyman &, Co. 

It is i»ropo8ed to extend this road to a point called Chanchacayo, the head of steam 
navigation on the Amazon, and preliminary surveys have been made. The entire 
distance from Callao to this point is only 210 miles. 

A branch of the Oroya road has also been projected to Jauja. 

Another railway to form a connection with the Oroya road has been surveyed under 
Government supervision from Cerro de Pasco to Port Salvation, 204 miles distant, on 
the river Pichis, a stream flowing into the Pachitea, one of the Peruvian headwaters 
of the Amazon. 

Lima railways, from Callao to Lima, 8.5 miles, and from Lima to Chorillos, 9 miles ; 
gauge 4 feet 8i inches. These lines are owned by a British corporation, registered 
in 1865, to acquire and work two railways held under concessions from the Peru- 
vian Government, the first section (Callao to Lima) of which was built by local 
capitalists under a concession granted in 1648, and the second (Lima and Chorillos) 
built by local capitalists under a concession granted in 1855. Original cost of both 
$1,200,000. 

Pisco and lea Bailroad, from port of Pisco to lea, 46 miles ; with a branch to 
Macacona, 1 mile ; gauge, 4 feet 8^ inches. This line was built by a private company, 
but afterwards purchased by the Peruvian Government. Its cost, |1,450,000, is repre- 
sented by bonds bearing 7 per cent, interest, which has been in default since 1875. 
The road was formerly leased by Senor Boza. 

At lea there is a rich mining and agricultural region, silver, gold, and copper being 
found, but the great mineral product is iron. This valley is famous for its grapes, 
and is also prolific in other fruits. The mountains would make it difficult to extend 
this line to the eastward, but if extended to the southward it would pass through a 
yery rich region. No surveys, however, have been made for this purpose. 

Mollendo and Arequipa Bailroad, from the port of Mollendo to the interior city of 
Arequipa, 107 miles, where connection is made with the Arequipa, Puno and Cuzco 
Railroad. The construction was begun in 1868, and the line was opened in 1870. 
The road was located by John L. Thorndyke, of New York, and is owned by the 
Peruvian Government, by whom it was originally leased to Henry Meiggs. The total 
cost was $2,000,000. The guage is 4 feet 8^ inches, and the rail steel, 63 pounds to 
the yard. The maximum grade is 4 per cent. ; the minimum radius of curves 352 
feet. 

Are^ipa, Puno and Cuzco Bailroad, a continuation of the above line from Arequipa 
11 



138 INTERNATIONAL AMERICAN CONFERENtJE. 

to Puno, 217.6 miles, and from Juliaca to Santa Rosa, 82 miles, with sidings, etc, 
41.5 miles. The gauge is 4 feet 8^^ inches, the rail steel, 60 pounds to the yard; the 
heaviest grade, 4 per cent. The Puno division was opened in 1874, and the Cuzco 
division from Juliaca, in 1875. The latter was originally projected to Cuzco. A line of 
steamers on Lake Titicaca runs in connection with this railway from Puno to Chili- 
layo, in Bolivia, 120 miles. 

This road is owned by the Peruvian Government and was originally leased and 
operated hy John L. Thorndyke, but by a recent contract it has been leased to M. 
P. Grace & Co., and is to be extended to La Paz in Bolivia. 

Ho and Moquegua Railroad, from the port of Ilo to the interior town of Moquegua, 
63 miles, running through one of the richest wine-producing districts in the country. 
It was located by John L. Thorndyke, the construction begun in 1871, and opened 
in 1873, having cost in all $5,025,000. It is owned by the Peruvian Government, 
Gauge 4 feet 8^ inches. 

In the work on the railways of Peru submitted with the report of the delegate 
from that country lines of railways between various parts of the country are dis- 
cussed. Among the roads proposed, in addition to those above named, are the fol- 
lowing : 

From Chancay (on the Lima, Ancon and Chancay Railroad) to Cerro de Pasco ; 
from lea (Pisco and lea railroad) to Ayacucho in the interior ; from Tacna (on the 
Chilian road between Arica and Tacna) to Puno ; fromTrujillo (Salaverry Sl Trujillo) 
to Cajamarca and Eten. 

On January 11, 1890, the Peruvian Government signed a contract with the Grace 
bondholders ceding for sixty-six years the railways from Mollendo to Arequipa and 
Puno, Juliaca to Santa Rosa, Pisco to lea, Callao to Chicla, Lima to Ancon, Chimbote 
to Seechiman, Pacasmayo to Yonan and Guadalupe, Salaverry to Trujillo, Paita to 
Piura, with all the necessary land for their extension. The work contemplated is, 
first, the extension and repair of the existing railways at an estimated cost of 
$3,212,000, the extension of the Arequipa Railway from Puno, its terminus on Lake 
Titicaca, to Desaguadero, on the Bolivian frontier, by a narrow-gauge line ; and 
second, to continue the line from Desaguadero to La Paz and Oruro, in Bolivia, at an 
estimated cost of $3,150,000. The existing revenue from railways is $6,300,000, which 
is to be available to the bondholders. Another concession in their hands empowers 
them to connect the Oroya Railway with the navigable waters of the Amazon by 180 
miles of narrow-gauge road. Along with the contract mentioned there are cessions 
of valuable guano deposits. 

PERU IN 1887-'88. 

Foreign capital and enterprise are indispensable for the advancement of this coun- 
try materially and in the way of business. The natural resources of Peru as regards 
mining, agriculture, wine growing, and cattle raising are unlimited, but find here 
no sufficient elements for their proper development, owing to inability of the Govern- 
ment to lend assistance and the general poverty everywhere experienced. And that 
capital and enterprise, certain to be richly rewarded, is withheld doubtless from the 
distrust entertained by foreigners as to the guaranties afforded to them in the invest- 
ment of their means and the recent proceedings regarding certain railway contracts, 
based upon legal dispositions and perfected with properly-constituted Governments, 
are certainly not calculated to dispel such distrust. Some adventures of foreign 
capital have been made in mining enterprises. The famous silver mines of Hual- 
gayoc, in the vicinity of Cajamarca, are now to be worked by an American company 
said to be well equipped with the means of successfully developing their undertak- 
ing, and the gold washings of Carabaya, near Arequipa, are in the hands of a re- 
sponsible organization formed in London by the late Admiral Garcia y Garcia. 

The Lima Railways Company, an English organization, recently sent to Peru the 
president of their board of directors, and this gentleman bas been engaged in in- 
investigating the advantages of continuing the line connecting Lima with Chorilla 
to Pisco and lea, 120 miles down the coast. This railway has been the subject of 
consideration for years past, and the general opinion is that from the immensely 
fertile region it would traverse, from whence the Lima and Callao markets could be 



INTERNATIONAL AMERICAN CONFERENCE. ' 139 

cheaply provided with provisions aad meat, the undertaking would prove to be the 
most profitable, more particularly as the engineering difficulties to be surmounted 
are not formidable. No proposition has as yet been made to the Government, the de- 
cision of the London board having first to be heard ; but it seems probable that the 
undertaking will be commenced. Owing to the complete service on the coast ofi'ered 
by steamers, the railways constructed or projected in Pern have had a route leading 
from the ports inland, and this possible departure from the customary plan is regarded 
with much interest. Another proposed railway has been surveyed, under Govern- 
ment supervision, from the Cerro de Pasco to Port Salvation, on the river Pichis, a 
stream flowing down to the Pachitea, one of the Peruvian headwaters of the Amazon. 
The road, if constructed, offers no especial difficulties, and would form a connection 
between Cerro de Pasco, the ultimate terminus of the Oroya Railway, and a point on 
the Pichis, 204 miles distant, where steamers drawing 3 or 4 feet of water can readily 
arrive, and then proceeding down to the Pachitea, carry the valuable products of 
that region, principally India rubber, dye-woods, fruit, etc., to markets on the Amazon 
and beyond. This road, when completed and connecting with the prqiected prolonga- 
tion of the Oroya to the Cerro de Pasco, would open up the rich Amazonian region 
to enterprise from this portion of the Republic, communication between the two points 
at present being so difficult of accomplishment and so expensive as to prevent all 
profitable trade. 

During the past year the Government at Lima has formed several military colonies 
composed of half-pay officers and veteran soldiers, which have proceeded to the coun- 
try near the Pachitea for the purpose of founding settlements and opening up those 
districts to commerce. The information received from these expeditions corroborates 
the general descriptions regarding the natural wealth of those sections, and the Gov- 
ernment is aiding the colonists with the limited means at its disposal. 

The development and prolongation of the great railways, upon which such large 
amounts of money have been expended, depend upon the action to be taken by Con- 
gress regarding the proposals made by the bondholders of Peru abroad, whose capital 
has been employed in the undertakings, to the Government at Lima. To the general 
disappiontment, and as the department was duly informed, this proposal, known as 
the Grace- Aranibar contract, was not acted upon by Congress at its last session owing 
to certain animadversions made against several of the clauses by the Government of 
Chili, -and although the President at the opening of the Congress now in session did 
not refer to the contract in his inauguratory message, his silence is explained by the 
official journals of Lima from the circumstance that as not only the Chilian but the 
British Government has interested itself in the matter, the communication made by 
the Executive to the legislature, or to be made, must be of a reserved character. On 
the successful issue of this contract depends, it is believed, the future progress of 
Peru. Should it be ratified, the necessary capital for the completion of the railways 
would be furnished by the bondholders, who thus seek to promote their interests, be- 
coming the holders of the roads for a long period of time and giving a participation 
of profits to the Government, and at the same time giving an opportunity for labor 
and assuring the industriously inclined of lucrative occupation. Before closing this 
dispatch it may be possible to report some action of Congress regarding the important 
matter. 

Numerously-signed petitions from different portions of the country have been pre- 
sented to the Government, urging the adoption of this contract, but, as has been 
stated, we are in ignorance at the present moment of its prospects of success. The 
British minister at Lima received information from his Government a short time 
since to the effect that Great Britain could not entertain the conditions desired by 
Chili which, it is thought, were of a nature seeking to introduce some dispositions 
regarding the territory of Arica and Taena, held by Chili for a period of ten years, 
into a contract purely mercantile in its character, and the English cabinet desired 
Peru to be made acquainted with the favorable views it entertains respecting the 
proposed contract, by which the interests of British creditors would be assured and 
those of Peru certainly advanced. (Report by United States Consul Brent, Callao, 
June 30, 1888.) 

BOLIVIA. 

The topographical features of this country are much the same as those of Ecuador 
and Peru, so far as the plateau and the eastern slopes of the Andes are concerned. The 
Cordillera of the Andies is divided into two parts, between which lies the basin of 
Lake Titicaca, Lake Poopo, and their tributary streams. This basin has an altitude 
of 11,000 to 13,000 feet above the sea, and is 500 or 600 miles in length and from 60 to 
150 miles in width. It is so surrounded by mountains that no water escapes except by 
evaporation. On its southern edge is, situated the city of Potosi, the highest in the 



140 INTERNATIONAL AMERICAN CONFERENCE. 

world. Among other cities in Bolivia are La Paz, 60,000 ; Cochabamba, 14,700; Sucre, 
15,500, and Oruro, 8,000. In this State are the richest silver mines in the world. 

On the eastern slopes of the Andes sources of the Amazon flow northward across 
the plain of Mojos and of the La Plata flow southeastward into the Atlantic. Of 
these are the Beni, Mamor6, and the Guapore flowing northward into the Madeira ; 
the Pilcomayo and its tributaries emptying into the Paraguay. The plain of Mojos 
merges into the table-lands of Matto Grosso in Brazil, which separate the sources of 
the Amazon from those of the Paraguay and Parana. Canoe navigation is carried 
into the heart of the country ; other transportation is by mules, for there are few 
roads that can be used by wheeled vehicles, especially during the rainy season. The 
falls of the Madeira alone prevent large boats from ascending the Mamor^ a long dis- 
tance ; to overcome this a railroad has been projected around them in Brazilian terri- 
tory. The principal road extends from Puno in Peru to La Paz, the capital of 
Bolivia, proceeds southward near the shores of Lake Aullagas through Oruro to 
Potosi and thence to Tupiza, with branches to Sucre, Cochabamba, and other cities. 

Exports find their way out of the country to the eastward by the water-courses, on 
the north by Lake Titicaca and the Peruvian Railroad to Mollendo, on the west and 
south by land transportation. 

RAILWAYS. 

It will not be long before Bolivia will have an extensive railroad system. The 
railway, of narrow gauge, from Autofagasta has just been completed to Uyuni, 379 
miles. The same company has contracted for the prolongation of this line to Oruro, 
a distance of about 198.5 miles. The Government has guarantied an annual interest 
of 6 per cent, upon a capital of about $3,000,000. Uyuni is about 16 miles from Huan- 
chaca, 125 from Potosi, and 217 from Sucre. 

A railroad is projected from Tacna, the terminus of the Arica-Tacna Railway, to 
Corocoro or to La Paz, about 250 miles. This will be difficult of execution because of the 
abruptness of the mountain slopes; at present there is a mule road between these 
points, over which much traffic passes. 

A concession has been granted for the extension of the Arequipa-Puno Railway in 
Peru, to Desaguadero, and from there to La Paz, the capital of Bolivia. It is to be 
extended to Oruro, where it will join the line from Antofogasta. From Oruro a 
branch is projected to Cochabamba. 

The Central Northern Railway of Argentine is to be extended from Jujuy to the 
Bolivian frontier, whence it will be easy to continue it to join the Bolivian line at 
Uyuni. 

Another important project is for a railway from the Paraguay River to Santa Cruz 
and Sucre. 

Besides these lines, which have the important object of giving outlets for traffic 
beyond the borders of the State, there are minor projects which while serving the 
same purpose are of great value for internal commerce, as follows : From Santa Cruz 
to the Rio Grande, from Cochabamba to the Rio Chimor^, and from La Paz to the 
river Beni. There is a line of telegraph from the Argentine frontier through Potosi, 
Sucre, Aruro, and La Paz to Chililayo on Lake Titicaca, and another to the Pacific 
coast. 

Till within a few years, the vast agricultural and mineral resources of the country 
were entirely dormant for want of means of communication, but more recently an 
attempt has been made to construct roads and railways. The silver mines of Potosi 
alone are estimated to have produced 600,000,000 sterling from their discovery in 1545 
down to 1864. The Indian rubber supply of Bolivia is of the finest quality and almost 
inexhaustible. Cocoa is one of the most important products of Bolivia; in I884-'85 
the quantity derived was valued at £.343,660; and cinchona is another important 
culture; a report of the United States consul, referring to lf^84-'85, estimates the 
number of trees at five millions and the quantity of bark produced in the year at 
200,000 pounds. (Stateman's Year Book.) 

Besides those mentioned other exports are coffee, copper, tiPj and cubic uiter. Two- 
thirds of the exports consist of silver. 



INTERNATIONAL AMERICAN CONFERENCE. 



141 



CHILI. 

This country, consisting of the territory between the mountains and the Pacific 
coast from Peru southward for about 1,800 miles, has been well covered by railways, 
and was the first of South American countries to build them, having opened the one 
from Caldera to Copiapo in January, 1852. The first railways were built from the 
sea-coast towards the interior, and afterwards extended in all directions until the 
country is united throughout. This is strictly true for the southern part, and in the 
north a railway is projected which will give almost unbroken communication 
throughout the entire State. Two transandine lines are imder construction and will 
be finished at an early day, one from Valparaiso, across the Uspallata Pass at an ele- 
vation of 10,600 feet, with a tunnel several miles in length, to Mendoza and thence to 
Buenos Ayres, 870 miles, the other from Z umbel in Chili to Bahia Blanca. To these 
might be added the Antofogasta line, which will soon be completed to Huanchaca in 
Bolivia^ where it will join the line under construction from Buenos Ayres, thus form- 
ing a transcontinental line. Another has also been spoken of from San Antonio on 
tl 1 Copiapo Railway, crossing the Andes at 27 degrees south longitude, following 
the Jorquera, Turbes, and Cachelos Rivers, ending at Pucha Pucha on the Argentine 
frontier, and another from Conception to Buenos Ayres. 

On the line now being constructed, the grade in some portions is 422 feet per mile, 
to overcome which the Abt rack-rail system is to be used. 

A table is given in the report of the delegate from Chili, from which I extract the 
following : 

Lines of railroad huilt and otvned hy the slate. 



Termini. 



Santiago to Valparaiso 

Santiago to Carico 

Cnrico to Chilian 

Chilian to Talcahuano , 

Andes Branch , 

Palmilla Branch 

San Rosendo to Angol 

Angol to Traiguen 

Santa F6 to Los Angeles 

^enaica to Fort Victoria 

Sobleria to CoUipnlli , 

Chanaral to Animas and Salado 

Total (743 miles) 



Kilo- 
meters. 



1, 198. 4 



Average 

cost per 

kilometer. 





Oold. 


187 


$69, 781 


185 


32, 171 


210.9 


28, 412 


187.5 


26,436 


45 


22, 783 


39 


9,820 


73 


28, 070 


72 


55, 982 


22 


28, 070 


75 


65,982 


42 
60 




5,842 



The total receipts for 1887 were $6,349,621.20 and the expenses $4,197,250.66, leav- 
ing a clear gain of $2,152,370.64. 

Of private lines there are quite a number, aggregating 1,000 miles, and the Congress 
has recently approved a contract made by the executive with Mr. Newton B. Lord for 
the construction of ten lines, aggregating 608.84 miles, the total cost of which will 
be about $17,500,000, the average cost per mile being $28,700, more or less. I have 
found a description of these in the Engineering News which is here given in full : 

THE NORTH AND SOUTH AMERICAN CONSTRUCTION COMPANY IN CHILI. 



The roads which are to be constructed by the North and South American Construc- 
tion Company are briefly analyzed as follows, beginning at the most northerly one, 
by Col. S. H. Locke tt, who was one of the representatives of the syndicate in securing 
the concession. 

(1) Road from Huasco to Vallmar, 1-meter gauge, 50 kilometers long ; starts at 
the port of Haasco, a village of about 1,000 inhabitants, lying on a bluff near the 



142 INTERNATIONAL AMERICAN CONFERENCE. 

DQOutTi of a small river, whose waters coming from the melting snows of the Andes 
sometimes find their way to the sea, but are generally exhausted in irrigation or lose 
themselves in the sandy river-bed. Huasco has quite an extensive copper smelting 
works. The harbor or roadstead is fairly good, but a mole is needed, and is one item 
of the specification for the railway. The road runs up a level, cultivated valley with 
but very slight irregularity of surface, crosses the river once on an unimportant 
bridge, terminates at Vallmar, a town of between 5,000 and 6,000 inhabitants ; climate 
good ; valley fertile and fruitful. 

(2) Road from Ovalle to San Marcos, is 1-meter gauge, 60 kilometers long ; is pro- 
longation of a road now in operation from Coquimbo to Ovalle, a town of 5,500 souls. 
The roads follow the valley of the Limar6 River, cutting across the spurs of hills, 
giving rise to some deep, but not long, excavations and fills ; considerable amount of 
rock cutting, but nothing that would be called difficult work ; one important bridge 
across the Limar6 River of 210 meters length ; numerous small bridges, culverts, and 
drains across the irrigation canals, and small runs from the side hills; climate good ; 
valley fertile. Coquimbo, the landing place, is considered the best port of the entire 
coast. 

(3) Road from Los Vilas to Illapel and Salamanca, starts from the port of Los Vilas, 
where there is a mole, takes a sharp curve around a lake back of the port and returns 
to the coast, skirts along the coast, crossing sand dunes and mouths of gulches, com- 
ing around or cutting through rocky head lands till it arrives at Huantelauquen, a 
distance of 5.19 kilometers. This is a somewhat difficult portion of the line to con- 
struct, and will be more difficult to keep in good condition. 

At Huantelauquen the road turns up the narrow valley of the Choapa River, one 
branch following this river to Salamanca, the other to Illapel on a stream of the same 
name. Both streams have rocky spurs to be skirted or cut through. There will be 
gradients of 2 per cent, and numerous curves, so that the entire line may be desig- 
nated as " heavy work." The valleys are fertile and the mountains rich in silver, 
copper, and gold ; climate good. There will be two bridges of 60 meters span, one of 
40, and numerous smaller ones. 

(4) Road from La Calera to La Ligua and Cabildo, 77 kilometers, 1-meter gauge, starts 
from La Calera on the Valparaiso and Santiago line, crosses the Aconcagua River 
on a bridge of 200 meters length, and follows the valley of the Melon 16 kilometers; 
winds up the " quebrada" (canon) of Collague until at the twenty-fifth kilometer it 
is 495 meters above the level of the sea ; here crosses the Sierra del Melon by a tunnel 
nearly 1,000 meters long; winds down the northern slope of the Sierra and reaches 
the valley of La Ligua at an altitude of 69 meters above sea level, then follows the 
valley on an easy line to its terminus at Cabildo. The gradients in crossing the 
" divide" are as high as 3 per cent.; curves are numerous; one hundred and twenty- 
three culverts and small bridges, one bridge 200 meters long, and three others 
of minor importance. Being in the heart of Chili, the line has fevorable conditions 
for securing labor, plant, etc. The heaviest work of all the lines is on this one. 

(5) Road from Santiago to Melipilla, 59 kilometers long, 1.68-meter gauge, follows 
the rich fertile valley of the Mapocho River, presents no difficulties, has one bridge 
of 252 meters in length. 

(6) Road from Palmilla to Alcoues; 45 meters long, 1.68-meter gauge; is a pro- 
longation of a branch of the main trunk line south, runs through a level and undu- 
lating country ; presents no points of difficulty or of special interest. It is proposed 
to continue this ultimately to the coast, having Pichilemo for its terminus ; this ex- 
tension will cross the coast range and bring in some tunneling and other varieties of 
mountain work. 

(7) Road from Talca to Constitucion, 85 kilometers long, 1 -meter gauge; starts 
from the important inland city of Talca, follows the river Maule on its north bank 
until it has reached a point nearly opposite to Constitucion, at its mouth; crosses the 
river by a bridge 280 paeters long, which is much the most difficult work of the line. 
Following the sinuosities of a crooked stream, sharp curves are numerous, and deep, 
short cuts and corresponding fills of frequent occurrence, with considerable rock 
work. One tunnel 90 meters long is encountered. 

(8) Road from Pelequen to Peumo, 35 kilometers long, 1.68-meter gauge, is a 
branch of the main trunk line running through a level country, having nothing of 
interest except a bridge across the Cachapoal River of 360 meters length. 

(9) Road from Coihue to Mulchen, 43 kilometers long, 1.68-meter gauge; a branch 
of the main trunk line running up the valley of a small stream with no elements of 
difficulty 

(10) The road from Victoria to Valdivia and Osorno, 403 kilometers long, 1.68-meter 
gauge. 

This is the prolongation of the grand central trunk line, follows the trend of the 
central valley, generally avoids hills and rough ground, but crosses numerous small 
streams and many of considerable size. About 20 miles from Victoria it enters the 
southern forest, a region comparable to the great forests of Oregon. Considering the 



INTEENATIONAL AMERICAN CONFERENCE. 143 

length of the line, the grading work will not be very heavy ; but one short tunnel 
occurs, but the amount of bridging is proportionately very great. In addition to 
numerous small bridges, culverts, open and arched drains, there are forty-one prin- 
cipal bridges, varying between 50 and 250 meters in length, and ranging in height 
from 4 meters to 38 meters. The climatic conditions will present some difficulties, 
as the rains are copious and the rainy season prolonged. 

The labor question will be one of considerable importance in the execution of works 
of such magnitude in a country whose population is only 2,500,000 people. But the 
liberality of the Government in providing for the introduction of foreign laborers and 
artisans has done much towards a solution of this problem. It might be mentioned 
here that a prevalent soil in Chili is the so-called tosca, or " hard-pan " of the United 
States. 

Taking all things into consideration, there seems to be every reason for believing 
that the contract just made between the Chilian Government and the North and South 
American Construction Company will be fulfilled in the specified time of five years, 
to the honor and credit and profit of both parties. 

When these are constructed the north and south line will extend, with the excep- 
tion of one or two short breaks, for a distance of about 1,450 miles. 

The following is a brief account of the private lines : 

Angela Chilian Nitrate and Baihvay Company. — This British corporation was regis- 
tered in 1888 to acquire nitrate grounds in the Province of Antofagasta, and to con- 
struct railways and other works. By the terms of the contract the entire line from 
Tocapilla to the nitrate grounds, 60 miles, was to be opened t<» traffic by December 
29, 1889. 

Antofagasta and Bolivia Eailivay Company, formed for the purpose of acquiring from 
the Compania Huanchaca, de Bolivia, the concessions granted by the governments of 
Bolivia and Chili for the construction of railways and telegraphs from Antofagasta 
to Huanchaca, 395 miles, via Salinas, El Dorado, to the village of Calama, hence 
eastward to the borate deposits of Ascotan on the frontier of Bolivia, and thence to 
the silver mines of Huanchaca. The whole of the Chilian section, 272.8 miles, has 
been opened for traffic, and it was expected to complete the whole line in October, 
1889. This line is to connect at Huanchaca with the Argentine line from Buenos 
Ayres, and will be extended to Potosi and Oruro, connecting there with the Peruvian 
line from Puno. 

Arica and Tacna Eailivay, from the Port of Arica to Tacna, 39 miles, opeaed in 1854. 
This road is situated in territory acquired from Bolivia by the Ireaty of 1883. 

Antofagasta Nitrate and Railway Company. — Projected line from Antofagasta to 
Chonchi, 185 miles, with branches, extensions, etc., 20 miles. The gauge Ls to be 2 
feet 6 inches. 

Antofagasta and Aguas Blancas. — A contract was recently signed by the Government 
with Mr. George Phillips for the construction of a railway with 1-meter gauge between 
these two points, and which is to pass through all the nitrate works between them, 
with branches to any others that may be established hereafter. Plans are to be sub- 
mitted to the Government within three months, and work is to be commenced within 
four months after their approval. 

Carrizal and Cerro Blanco Eailivay, from Carrizal to Yuerba Buena, with a branch 
from Canto del Aqua to Carrizal Alto, and other branches making the total length 50.2 
miles. The extension up the Jarilla Valley, 20 miles, was completed in 1886. 
This road is owned by a British corporation formed in 1880 by the consolidation of 
the Carrizal Railway and the Cerro Blanco Railway. 

Copiapo Eailway, from Caldera to San Antonio, 93.6 miles, with branches from Pa- 
bellon to Charnacillo, 24.6 miles; from Paipote to Puquios, 31.6 miles; total, 150.0 
miles, with sidings, etc., 19.2 miles. This is the pioneer road of the southern hem- 
isphere. The company was organized in October, 1849, and the road was opened to 
Copiapo in January, 1852; to Pabellon, January 1, 1855, and to San Antonio, Febru- 
ary 1, 1867. In 1868 the Charnacillo branch was purchased, and on January 20, 1871, 
the Puquios branch was opened. This road has been very profitable, 

Coguimbo Bailway^ from Coquimbo to La Serena and La Compania, 9.3 miles ; and 



144 INTERNATIONAL AMERICAN CONFERENCE. 

from Coquimbo to Ovalle, with branch to Panulcillo, 76.3 miles. This road was 
opened to Las Cardas and La Compania in August, 1862. Gauge 5 feet 6 inches. 

Elqui Eailway, fvomSeTensi to Elqui, 48.4 miles, opened in 1883. Gauge, 1 meter. 
Uses tracks of Coquimbo Railway from Serena to Compania, a third rail having been 
laid for that purpose between those points. 

Laraquete and Moquegua Bailway, from Laraquete to the coal mines of Quilachanquin 
and Moquegua, 24.8 miles. 

Mejillones Del Sur and Cerro Gordo Bailroad, from Mejillones to Cerro Gordo, 18 miles. 

Patilloa Bailway, from Patillos to Salibreras Del Sur, 57.7 miles, projected to Lagu- 
nas, 10.5 miles further ; total, 68.2 miles. This road is owned by a British corporation, 
and was built in 1872. Gauge, 2 feet 6 inches. 

Pisagua Bailway, from Pisagua to Tres Marias, 54.8 miles, with branches to Agaa 
Santa and Puntunchara and sidings ; total, 65.7 miles. 

Iquique Bailway, from Iquiqae to Tres Marias, 67.7 miles, with bi'anches to Vir- 
ginia, 19.2 miles ; to Bodegas, with sidings ; in all, 120.3 miles. This road connects 
with the Pisagua Railway. Both of these lines were built about twelve years ago, 
by private capital, to develop the nitrate mines. Guage, 2 feet 6 inches. 

Taltal Bailway, from Taltal to El Refresco, 18 miles. Branch projected to the 
Arturo Prot mines. Sidings, 3 miles. This road is owned by a British company, in- 
corporated in 1881. Construction was begun in December, 1880, and the road opened 
October, 1882. 

Tongoy Bailway, from Tongoy to Tamaya, 33.1 miles ; Tongoy to the smelting works 
in Tongoy, 1 mile ; total 34.1 miles. Gauge, 3 feet 6 inches. This road was built in 
1867, by a Chilian corporation established in 1865. An extension from Cerrillos to 
Ovalle, 20.5 miles, was projected and has been surveyed. 

The South American Commission, in their report upon Chili, state that the experi- 
ment of governmental management of railways has not been a success. They also 
say that nearly all the railway supplies are obtained from the United States. 

W. C. Quinby stated, in the testimony given before that Commission, that a road 
had been surveyed from Colon to Bogota, thence to Quito and Cerro de Pasco, and 
down to Cuzco and Argentine ; that it was a preliminary survey, made probably from 
the maps and water- courses. He thought it would never be built. 

AMERICAN RAIL-WAY BUILDERS IN CHILI. 

The most interesting feature I have to report on this occasion, in connection with 
United States affairs here, is the letting of a Government contract for the con- 
struction of about 1,000 kilometers of railway to an American syndicate. The con- 
tract price is about £3,500,000, but, unfortunately, the agreement has been seriously 
affected by a sudden and unexpected advance in the price of exchange on London. 
When the contract was signed exchange fluctuated between 25d and 26d ; but since 
then it has touched 30d, and is now fluctuating between 28d and 29d. It is esti- 
mated that an exchange of 30d would cause a loss to the contractors of aboat 
$3,000,000, and negotiations on an exchange basis to provide against a contingency, 
have been opened between the representatives of the syndicate and the Government. 
It is understood that the President of the Republic is desirous of making equitable 
concessions, and if this matter can be satisfactorily arranged there will be nothing, 
after the stipulated security of $1,000,000 for the fulfilment of the contract is 
deposited in this country, to hinder the contractors from commencing operations at 
once. The rolling stock for the new lines is to be mostly of American pattern, and, 
therefore, the probabilities are that this class of materials will be mostly procured 
from the United States. 

This fact and these circumstances would seem to invite the attention and enter- 
prise of our unequaled car builders. (Report by James W. Romeyn, U. S. Consul, 
Valparaiso, Chili, December 15, 1888.) 

CHILIAN LOCOMOTIVES. 

I have referred incidentally to the building in Chili of certain locomotive engiuefi 
andcarsforthe State railways. I had lately the satisfaction of visitiugand inspecting 
unofficially,- of course, the extensive works of the contractors for the six locomotives, 



INTERNATIONAL AMERICAN CONFERENCE. 146 

Messrs. Lever, Murphy & Co., at Caleta Abarca, about 4 miles from this port. Mr. 
Lever is an Englishman, though formerly a resident of San Francisco. The firm have 
large capital, have been long established, and have done a great deal of work in repairs 
on United .States vessels of war. 

The wages of their employes, about four hundred and fifty in number (some 70 per 
cent, of native birth, the others English, Scotch, and Irish), run as high as $7, Chili 
money(nearly $4 gold), per day. The locomotives (two still in the shops in a forward 
state, the fourotherscontracted for having been delivered, the first in December last) 
are entirely constructed here with the exception of the wheels, which are of English 
manufacture. The contract price was $40,000 each, about $21,000 gold. Eighteen 
months were allowed for the construction of all. The general design is the American 
with the American bogie, and with cylinders on the outside, instead of on the Eng- 
lish plan. These cylinders are relatively larger than ours, 17 by 24. Certainly, the 
American engine is much the better adapted to the sharp curves of those mountain 
roads. 

The machinery used by the constructors for this and other of their metal work is 
English ; that for wood- working from the United States. Their steel is imported from 
England ; pig-iron for castings, from Scotland. Through the kindness of Captain 
Saukey, an Englishman, but holding the appointment in the Chilian Naval Service of 
Inspector General of Machinery, I had the opportunity of inspecting the new steel 
boilers in construction at the same works for the Chilian steam corvette Pilcomayo, 
a wooden vessel built in England, captured from Peru in the late war. The contract 
price for these boilers (two) is $52,000 paper currency, about $27,000 gold. (Report 
by Jas. W. Romeyn, U. S. Consul, Valparaiso, Chili, February 29, 1888.) 

ARGENTINE. 

This country is level except in its most northern and western parts, which perhaps, 
as much as any thing else, has contributed to its wonderful railway development. 
The other prominent factors are the energy of its people and its great resources. 

Its railway system is more complete than that of any other South American coun- 
try, for all parts of the country are in communication with each other, and as far as 
international lines are concerned this development is complete. 

Radiating from Buenos Ayres the railroads traverse the country north, south, east, 
and west. They touch the eastern coast at La Plata, Mar del Plata, and Bahia 
Blanca. The western boundary is already crossed to unite with the Chilian railway 
from Valparaiso, and projects have been fornied to unite at other points with the 
Chilian railways from Copiapo and La Conception. In the north the Bolivian fron- 
tier will soon be reached from Jujuy. At Corrientes and Posadas connection will be 
made with lines in Paraguay, at Monte Caseros with Brazilian lines, and at Concordia 
with those of Uruguay. 

A very noticeable fact is that English and French capital, and more especially the 
former, has produced this wonderful development. This may be truthfully said of 
all South American countries, except Peru and Colombia. Not because there is a 
prejudice against North Americans, but probably on account of the indifference ex- 
hibited by capitalists to the great field which is open to them; and perhaps this should 
not be called indifference, for capital so far has always found an ou+let in our own 
country. 

As an evidence of this, I append a copy of a letter published in the Railway Age 
X)f February 22, 1890: 

Argentine Republic, South America, 

National Hotel, Buenos Ayres, January, 1890. 

[Correapondence of The Railway Age.] 

' In my last letter to you I remarked that I would like to see a railroad built and 
operated in this country by North Americans; that I could see no reason why the 
capitalists of North America should not invest their funds in this country, as the 
English are now doing, as their chances are just as good — even better. Here is a 
country whose soil and climate are unsurpassed ; a country rapidly filling up by im- 
migration. The statistics show for the year an immigration increase in the population 
of 287,000— almost 1,000 people per day landing on these shores, and there is work 

S, Ex. 125-^ 10* 



146 INTERNATIONAL AMERICAN CONFERENCE. 

for all. For this I can vouch, for to-day it is really a difficult matter to procure 
laborers for public works. The Government guaranties most of the lines, and all 
material for railroad purposes is imported free of duty. What a chance for North 
Americaus, who do most of their construction nowadays with machinery. Even the 
English are beginning to use it here. I know of one contracting firm, away up in 
the province of Salta, who are working fourteen steam shovels (of English make). 
Salta is the province in the extreme northwest of the Republic, and the last place in 
the world where you would expect to see such heavy machinery. The English con- 
tractors are beginning to send orders to the States for tools and machinery that are 
new to them as well as to the country. 

A company is organized in England ; a concession is applied for in this country ; if 
granted, the capital, engineers, contractors, and tools are sent from England and the 
work commenced. Why don't we hear of North Americans doing likewise ? After 
the road is built the factories of England get the orders for the rolling stock. True, 
there is some North American rolling stock here, but there ought to be more. To a 
North American down here it looks very much as if his countrymen were asleep. 
John Bull is alive to his interests, and while he sends some of his sons to the States 
to buy up its breweries he is sending others to build railways in this country, I like 
the American's pride in himself, but I can't help thinking that the English have more 
enterprise than we. Go where you will you'll find English. I append here a clip- 
ping from the Buenos Ayres Standard of January 1, 1890, giving a review of Argen- 
tine railways during the year 1889.* 

H. Z. TlLLOTSON. 

RAILTATAYS. 

The following is a list of the railways corrected to January 1, 1890, by the use of 
the above-mentioned extract : 

Andine Railroad, from Villa Maria to San Juan via Villa Mercedes and Mendoza, 
480 miles. Construction was begun in 1870, and sections opened at various times as 
they were completed ; the Rio Cuarto section in 1873 (82 miles), 76 miles in 1875, 59 
miles in 1880, 75 miles in 1883, 80 miles in 1884, and 108 miles to San Juan in 1885. 
This road was built by the Federal Government at a total cost of about $15,000,000. 
It is the intention to form a connection through the Uspallata Pass with the Cbilian 
line from Valparaiso. The work is now being pushed with vigor, and it is believed 
that but little remains to be done. The gauge is 5 feet 6 inches. 

A company under the name of the Buenos Ayres and Valparaiso Transandrlne 
Railway Company has been formed to build this extension from Mendoza to the 
Chilian line, a distance of 121 miles, and the line as above stated is now under con- 
struction. This company has a Government guaranty of 7 per cent, on its capital 
for twenty years. 

Argentine Northeastern Bailroad. — Line projected from Monte Caseros to Corrientes, 
229 miles, and from Monte Caseros to Posadas, 283.7 miles. The concession calls for 
the completion of the road in five years. Work \jas pushed during 1889 with re- 
markable activity. Up to November 30, one hundred and seventy bridges had been 
built and thirty were in course of construction ; 89 miles of rails had been laid and 
several stations finished. 

Bahia Blanca and Northwestern. — A concession has been obtained to build a road 
from Bahia Blanca to Villa Mercedes via Rio Cuarto, 738 miles. Work was begun on 
the 18th of September, 1889. 

Bahia Nueva Baihvay, Chubut. — The line was inaugurated on May 25. 

Belgrano and Tigre Bailway. — The plans were approved in May and the work begun. 

Buenos Ayres and Ensenada Port. — From Buenos Ayres to Ensenada, 35 miles. Built 
by a British company, and opened January 1, 1873 ; its total cost was about 
$3,950,000, and its earnings are $10,000 a mile. ! 

Buenos Ayres Northern Baihvay. — From Buenos Ayres to San Fernando, 20 miles. 
This company has a subsidy from the provincial government of Buenos Ayres. The 
total cost was about $2,500,000, and its net earnings in 1887 about $300,000. 

Buenos Ayres Great Southern Bailway, from Buenos Ayres to Bahia Blanca, 445.25 
miles; Altamarinoto Tres Arroyos, 300.25 miles; Maipu to Mar del Pliita, 80 miles; 
■ I . , ... , . . , « ■ ■" 

* Omitt«d— G. A. Z. 



INTERNATXOKAL AMERICAN CONFEEENCE. 14t 

total, 825.5 miles. Second track 13.5 miles. There are also new lines under construc- 
tion — San Vicente to Las Flores, about 85 miles ; Las Flores to Taudil, about 89 miles ; 
Tres Arroyos to Babia Blanca, about 112 miles; Piqu6 to Trenque Lanquen, 132 
miles; Arbolito to Necoches, about 93; in all 511 miles. The first section of this road 
was opened August, 1864. 

Buenos Ayres and Bahia Blanca. — Plans for this line must be submitted to the Gov- 
ernment before May, 1691. 

Buenos Ayres and Pacific Railway, from Mercedes province of Buenos Ayres, to Villa 
Mercedes, province of San Luis, 371.4 miles from Mercedes to Buenos Ayres, 54.6 miles, 
or in all 426 miles. The construction of this line was begun in May, 1883, and opened 
from Orillanos to Villa Mercedes March, 1886, and from Mercedes to Buenos Ayres iu 
March, 1888, This line forms the most important link in the transandine line, con- 
necting at Villa Mercedes with the Andine Railway and at Mercedes with the West- 
ern of Buenos Ayres. This company has a gauranty of 7 per cent, upon a capital of 
about $20,000 a mile. 

Buenos Ayres and Boaario Bailway (Temple concession). — The surveys were begun and 
will soon be completed. 

Buenos Ayres and Eosario Bailway. — Buenos Ayres to Sunchales, 341 miles. An ex- 
tension is under construction from Sunchales to Tucuman, about 385 miles, and rails 
have been laid for a distance of about 77.5 miles ; part of the line was opened in Sep- 
tember, 1889. In the second section of the line to Santiago del Estero the earth- 
works were pushed forward with great activity. Branches have been authorized 
from Galvez to Monteros and from Irogoyen to Santa F^, a total of about 110 miles. 
A branch from San Lorenzo station to the river bank was opened iu August, 1889. 

Campana Bailway, Pila, surveys have been completed and plans will be presented 
to the Government immediately. 

Central Argentine Bailway, Rosario to Cordoba, 246.6 miles, with branches to Las 
Yerbas and to Porgamino in course of construction, 167.5 miles. The company opened 
to traffic in July the first section from Canada de Gomez to Las Rosas, and the second 
section from Las Rosas to El Treval is also ready for service. The other section from 
Canada de Gomez will be ready for public service in January. The main line was 
opened in 1870, its total cost being about |9,000,000. 

The concession for a road from Rosario to Pezzano has recently been transferred 
to this company, the plans having previously been approved by the Government. 

Chilecito and Mejicano Bailway. — The plans were approved in June. 

Cordoba and Northwestern. — Road authorized from Cordoba to Crus del Eje, 100 
miles. It has a subsidy of $35,500 per mile. The property is to be exempt from tax- 
ation, and at the end of fifty years after the completion of the work it is to revert to 
the Government. 

Cordola Southern Bailway, Santa F4. — The new plans and the contract for construc- 
tion have been approved by the Government. 

Cordoia Central Bailway. — Company was registered in August, 1837, to acquire a 
concession granted by the provincial government of Cordoba. The line is projected 
from city of Cordoba to a junction with the "Western and Central Colonies Railway 
of Santa F6, 132 miles. 

East Argentine Baihcay. — Concordia to Monte Caseros, 96 miles, Monte Caseros to 
Ceibo Creek, 3 miles. This line follows the west bank of the Uruguay River, and was 
opened to Ceibo Creek in 1880. The concession was granted in 1869. From Ceibo 
Creek this company runs steamers to Uruguayana, Brazil. 

Entre Bios Central Baihoay, from Parana to Uruguay, 186 miles, traversing the en- 
tire province. The first section of the line to Nogoya, 77.5 miles, was to be opened in 
1886 and the remainder the following year. 

First Entre-riano Bailroad, Gualeguaychu to Puerto Echagne, 6.2 miles. Owned by 
the province of Entre Rios, and built in 1878, at a cost of $153,839. 



148 INTEENATIONAL AMERICAN CONFERENCE. 

Gran Chaco Au8tral Railway. — Although, the plans were approved in 1888, the work 
has not yet been begun. 

Goya and Lucero Railway. — The plans were approved and the kilometric cost was 
set down at |28,000 in gold. This is equal to about $45,162 per mile. The work of 
construction has not begun. 

Into'oceanic Bailway. — The contract was approved in February, Mr. Bustamente 
being the concessionaire. 

Lugan Railway (Melincue). — Plans for the entire length of the line are before the 
railroad bureau. 

Mendoza and San Rafael Railway. — Projected from Mendoza to San Rafael, 180 miles 
south of Mendoza. Surveys are in progress and the road is to be built by the National 
Government. 

National Central Northern Railway. — Main line, Cordoba to Tucuman, 338.5 miles. 
Branch from Frias to Santiago del Estero, 100.4 miles, and from Recreo to Chumbricha, 
109.1 miles. Gauge, 1 meter. This line, built and owned by the National Government, 
was begun in 1872 under the direction of Jos^ Telfener, and in 1885 both lines were 
opened. The total cost was about $22,000 per mile. It crosses 300 miles of country 
in which there is no water. Each freight train carries three water-tank cars, each 
containing 8 tons of water. The line is now open to Salta and Jujuy and will ulti- 
mately be extended to the Bolivian frontier. 

Northern Colonies Railway of Sante Fe. — From Santa F6 to Lehman, in same province, 
62 miles, opened in July, 1885. Branch from San Carlos to Santa F6, opened in 1886, 
and from Santa F6 to Port of Colastine in October, 1886. An extension from Lehman 
to the southern boundary line of the lands of the Santa F6 Land Company, 100.75 
miles, is under construction. This line was built and is owned by the provincial gov- 
ernment of Santa Fe. 

Nanducito and Presidencia Boca Railway. — The final plans were completed and cost 
per mile, $46,194, approved. 

Northwest Argentine Bailway. — Line projected from La Madrid, on the Central 
Northern Railway, to Tucuman. The first section to Santa Ana, 30 miles, was opened 
in July, 188"^, and the whole line was to be completed in the summer of 1889. There 
is no monetary guaranty with the concession. 

Patagones Railway (Villa Maria). — The surveys were to have been presented to the 
Grovernment in November. 

Posadas Railway (Ituzaingo). — The concessionares are to present plans before the 
end of 1890. 

Resistencia and Gran Railway. — ^Very little progress was made in the plans, and the 
Government has allowed another year for the presentation. 

Reconquista Railway (Villa Maria). — Plans are to be presented before the end of 
April. 

San Antonio-Areeo Railway (Rivadavia). — The contract for the building was signed 
in January; the original plans were amended and approved in November. 

San Cristobal and Tucuman Railway. — The plans were approved and work begun in 
October, rails having been laid as far as kilometer 17. 

Santa F4 and Cordoba Great Southern Railway. — A concession was granted by the 
National Government for a line of railway from ViUa Constitucion, via Melincue, to 
Veuado Tuerto, a distance of 103 miles, and from Villa Constitucion to La Carlota, 
84 miles ; a total distance of 187 miles. The concession exempts the property from 
taxation and calls for the completion of line by January 22, 1891. The section from 
Villa Constitucion to Melincue was expected to be opened about January, 1890. 

San Fernando Railway (Pergamino). — All the plans have been approved and authority 
has been given to build a double track. 

San Juan to Chumbioha Railway. — The plans were approved in October. 

San Juan to Salta. — The plans for the first 60 miles were examined and approved. 



INTERNATIONAL AMERICAN CONFERENCE. 149 

8cm Rafael to 9 de Julio. — Flans were approved in July. 

Santa Rosa Railway (Conception del Tio). — The plans and surveys of this line, 
105.4 miles long, were approved on the 7th of November last. 

Santa Rosa and Oran Railway. — The surveys were begun and the guaranty reduced 
to 5 per cent., on a kilometer cost of $37,000 in gold ($58,678 per mile). 

Tinogasta and Andalgala Raihvay. — All the plans were approved. The line enjoys a 
guaranty for twenty years. 

Villa Mercedes and Rioja Railway. — The contract was approved in February. The 
total cost of the line was set down at $13,837,500 gold ; the length of the line being 
381.3 miles. 

Villa Maria and Rufino Railway. — Projected from Villa Maria, on the Central Argen- 
tine Railway, to Rufino, on the Buenos Ayres and Pacific, a distance, via Villa Nueva 
and Carlota, of about 140.5 miles. The concession was obtained from the National 
Government. The works were begun in July, the line being divided into two sections, 
viz : From Villa Maria to kilometer 109, and from there to Rufino. On the 30th of 
September the earthworks had reached kilometer 30 and the rails kilometer 8. 

Western and Central Colonies of Santa F4. — Lines in progress, San Carlos (N. C. Ext. 
Co.) to Galoez (B. A. and R. Ry.), 217 miles ; Gessler Colony to Corondo, 18.6 miles; 
Pilas (N. C. Ry.) southwest to boundary of Cordoba, 52.7 miles ; Humboldt (N. C. Ry.) 
northerly 49.6 miles. The lines are being built by the provincial government of 
Santa ¥€, and it was expected that they would be opened during the latter part of 
1889. 

Western Railway of Buenos Ayres, from Buenos Ayres to 9 de Julio, 162.4 miles ; Lu- 
gan via Pergamino to Junin, 155.6 miles ; Merlo to Lobos and Saladillo, 93.6 miles; La 
Plata via Temperley to Moron, 47.1 miles ; La Plata to Ferrari, 24.2 miles ; Perga- 
mino to San Nicholas, 45.9 miles; Temperley to Canuelas, 29.1 miles, and several 
small branches aggregating 19.8 miles, or 574.7 miles in all. There are projected : 
9 de Julio to Los Mellizos, Saladillo to Alvear, second track 28.5 miles, and other 
track 74.4 miles — a grand total of 677.66 miles. The construction of the road was be- 
gun in 1853 by the provincial government of Buenos Ayres. Gauge, 5 feet 5 inches. 

Westei-n Railway of Santa F4. — Projected to run from Rosario to San Jos6 de la Es- 
qnina, 110 miles, and from Candelaria to Melincue, 80 miles. It is completed from 
Rosario to Candelaria, 40 miles. 

The engineer department of the Government drew up plans for the following: 
Santa Rosa via Majotoro to Salta, Salta to Cabra Corrol, San Juan to Jachal, Chum- 
bicha to Tinogasta and Andalgala. 

All that relates to the Argentine railways is under the supervision of the depart- 
ment of civil engineers, an important and ably managed national bureau which 
employs ninty-eight civil engineers. 

There continues to be a great movement throughout the Argentine Republic in the 
construction of railways. So great are the number of new concessions granted by the 
national congress and by the different provincial legislatures that I find it impossible 
to name them all. Up to the meeting of the last congress there were national con- 
cessions for seventeen different lines, of which thirteen enjoy the guaranty of the 
Government. These guarantied lines represent a total length of 7,961 kilometers 
(4,975 miles), and the aggregate length of the other lines, 1,272 kilometers (795 miles), 
making a total of 5,770 miles. Among them are the following, viz : The Chaco and 
Tartagal Railway, the Reconquista and Formosa (Chaco) Railway, the Bahia Blanca 
aud Villa Mercedes Railway, the San Juan and Salta Railway, the Chumbicha, Ti- 
nogasta and Andalgala Railway, the Goya and Monte Caseros Railway, the Resisten- 
cia and Metan Railway, the San Cristobal and Tucuman Railway, etc. A line from 
San Juan to Cabra Corral, in Salta, is being surveyed, as also one from Mendoza to San 
Rafael ; also the line from Cobos to Salta via Lagunilla, and several others of less 
prominence. 

The following roads are in the course of construction, to wit : The extensions of the 
Northern Central, the road now being opened beyond Tucuman as far as Chilcas. 
The branches from Dean Furnes to Chilecito, and from Chumbicha to Catamarca 
have the road-beds completed and the track laying has commenced. Beyond Chilcas 



150 INTERNATIONAL AMERICAN CONFERENCE. 

towards Salto and Jajuy the work is still progressing, but there are many engineering 
difficulties to overcome, and not much has as yet been accomplished. The line from 
Buenos Ayres to Mercedes, which is a link of the Transardine Railway, is now com- 
pleted and opened to traffic, thus giving a through line from Buenos Ayres as far as 
Mendoza. Work continues to progress on the link from Mendoza towards Valparaiso, 
Chili, some of the track having already been laid, and by the end of the year it is ex- 
pected that the Uspallata Pass of the Andes will be reached. For the construction 
of the railway from Monte Caseros to Corrientes and Posadas in the Misiones the 
necessary materials are now being received, and the work has commenced. The new 
line from Rosario, via Sunchales, to Tucuman is being rapidly pushed forward, and 
the rails are laid for 50 or 60 miles beyond Sunchales. 

The last session of the Argentine congress, in response to the recommendations of 
the president, made a very firm stand against the granting of any more charters or 
concessions with Government guaranties, and the fact that numerous applications 
were made for new lines without such guaranties shows that the condition of the 
country is now so promising that capital is ready to embark in such enterprises with- 
out Government aid. (Report by Consul Baker, Buenos Ayres, December 13, 1888.) 

From the report of the South American commissioner I extract the following, dated 
June, 1885. 

The effect of railroad building, which during the last few years has been very 
marked, seems to stimulate the raising of grain and the growth of flocks more than 
any otber agricultural pursuit. The completed railroads embrace over 2,800 miles, 
and the extension of those lines now under construction amount to nearly 900 miles. 
There are projected, also, many thousand miles more, which in the course of time 
will be built. A railroad man (an American) describes this country in this respect 
as being in the condition of our country thirty years ago. The cost of building roads 
throughout Argentine is very little, so far as grading is concerned. Many of the lines 
had but little to do for long tangents except to lay down the rails on the even plains. 
At first some trouble was found on certain lines to provide stone for culverts and 
abutments, but afterwards plenty of good building rock was discovered. The cost 
of procuring ties is heavy, as they must be brought from the northern provinces or 
from Paraguay. Now a line of road is being constructed toward and through the 
Gran Chaco and the fine forest lands of the Republic. This extension is also designed 
to reach into Bolivia and its greatest timber tracts, thereby giving to that Republic 
an eastern outlet for its rich mines and agricultural products. The completion of 
this road will cheapen the cost of lumber to all the Republics, and open up an industry 
of great profit in the luxuriant forests of the Upper Parana and other streams. At 
present the largest cost to the estancia holders in fencing grows out of the scarcity of 
posts. The policy of inclosing all the pasture land of the owner is becoming universal, 
and the erection of corrals increases the expenses of a good estancia very materially, 
for they are made almost entirely of lumber imported from our country. 

At present there is no coal found in this country, and the engines are all driven by 
fuel brought from Cardiff. Th is is a serious drawback to the railroads of the Republic. 
Those lines running toward the north can in time obtain wood from that region. But it 
will probably always be cheaper to import coal for the most of the roads than to rely up- 
on the n orthern forests. There has been a recen t discovery of petroleum in the western 
part of the Republic, in the province of Mendoza, and a company has been organized 
to develop the oil-producing districts, and many believe that near by will be found 
coal measures of considerable extent. 

The railroads are in part owned and managed by the Government. If we trust 
the statement of Mr. Hopkins, herewith submitted, we find the result of this man- 
agement to be here, as in Chili, very unsatisfactory ; and great complaints are made 
at the high railroad charges of all the companies,' But the cost of operating must be 
very serious, and no people ever think they are charged too little for railroad trans- 
portation ; but all agree that new regions are being made accessible and great agri- 
cultural industries are being promoted by these modes of internal communication, 
though they are expensive. 

The railroad map of the Republic shows how little of its territory has yet felt the 
beneficial effects of these arteries of commerce. Ten times its present railroad devel- 
opment would fail to bring the whole country into anything like close communica- 
tion. But the fever of railroad building has touched the people, and in some way 
these needed lines will be pushed to completion. One gentleman observed that in 
many respects it was cheaper to build railroads than highways, of which there are 
very few, called cart roads, in the country. As yet the private railroads have been 
built almost wholly by English and French capital, but they were aided by liberal 
concessions from the Government lands, and a guaranty of a certain interest on the 
construction bonds, and these guaranties have not been called into force in but one 
instance, eo remunerative have the investments proven. 



INTERNATIONAL AMERICAN CONFERENCE. 151 

THE FUTURE OF ARGENTINE. 

From the interesting paper on the railroads of the Republic, by Mr. Rnssel R. 
Pealer, the lines and present roads and those in construction can be learned. The 
advantages of the country for American capital are pointed out, and probably a hint 
may be found in the projected Bolivian line of the future railroad ■which shall con- 
nect North and South America. We have met with no one familiar with the entire 
line, but at Montevideo we listened to a professor in a college there, who professed 
to have been over the route from the Isthmus south to Buenos Ayers. If he is cor- 
rect, there are no insurmountable obstacles in the way of this colossal undertaking. 
The president of this Republic said on this point that his people would push their 
line up into Bolivia, and he hoped ic would come in his day that one might take a 
car at Buenos Ayres and not change until he set foot in New York. Mr. Pealer's paper 
is replete with suggestions and worthy of the attention of our people. The draw- 
back to an extensive system lies in the vast size of the estancias and, in consequence, 
the sparse population. The towns are far apart and so long as cattle and sheep are 
the chief industries the freight traffic can not be at all equal to what it would be 
with grain farming, and in neither case can it be what it would be were the land 
cut into small farms. The policy of selling the land by leagues — 6,600 acres in a 
body — still prevails. 

In a few days there will be opened to purchase by these large areas a wide tract of 
country lately taken from the Indians. To counteract this aggregation of lands in 
one ownership, the law of inheritance requires all estates to be divided among the 
children of the decedent and his widow in certain proportions; and it renders it im- 
possible to defeat this end by any will or devise. But it is quite clear that, aside 
from this provision of the statute, the land must, in time, suffer division in all those 
regions where grain-raising shall be deemed more profitable than stock pursuits. 
This will result from the tendency among European laborers, on whom the country 
mainly relies, to become land-owners. They can afford to pay so much more for 
their small farms than the landlord can realize in any other way, so that he will find 
it to his interest to subdivide his estate. This tendency finds encouragement in the 
fact that the larger proportion of estancia-holders now reside in Buenos Ayres and 
other large towns, and have no attachment to the estates. Their city expenses and 
mode of life draw heavily on their country incomes. Habits of idleness fall upon their 
sons, few of whom take any lively interestin their fathers' estancias. The immigrant 
from Italy, the Basque provinces, or Germany, loves to till his own acres. The work 
the Basques accomplish, when on their own land, is continuous and very great. The 
Italian does not fall far behind. With the division of these estates will of course 
come a greater demand for railroads. The products from the sea-port markets will 
multiply. Already quite a supply of linseed comes to our country from the Argentine 
Republic, and we may look to a very diversified agriculture on these plains. While 
they are now treeless, yet they have been found to be well adapted to rearing forest 
growths, as well as many kinds of fruits, apples, pears, peaches, apricots, and most 
of our northern fruits are already abundant, while the northern regions furnish tropi- 
cal productions in* unlimited amounts ; and this brings us to consider briefly the co- 
lossal development. of the Republic and the people it is drawing hither. 

RAIL-WAY SYSTEM OF THE ARGENTINE REPUBLIC. 
[Statement of Russell B. Pealee, of Buenos Ayres.] 

In reply to your question as to what plans I have for the extension of the railroad 
system of this country into Paraguay and Bolivia to facilitate and increase our com- 
mercial relations, I shall as briefly as possible give you our opinion on the subject. 

At present we are engaged on the construction of a railway line in the province of 
Entre Rios from "Puerto Echague," the head of ocean navigation on the Uruguay 
River to Concordia, the length of the line being 156 miles. From Concordia I pro- 
pose extending our line through the provinces of Entre Rios and Corrientes into Mis- 
siones, to Posadas, the capital of that territory. From that point our intention is to 
extend the road into Paraguay, passing by Villa Rica and traversing the country be- 
tween Asuncion and the limits of the southern boundary of Brazil, penetrating into 
Bolivia and continuing around toward the northern boundary of Peru and along into 
Ecuador, intercepting the Grand Intercontinental Railway, and forming the link 
that will connect it with the head of ocean navigation of the River Plate at Puerto 
Echague, on the Uruguay River. 

The concession we have asked for and expect to obtain from the Paraguayan and 
Bolivian Governments : First, perpetuity ; second. Government guaranty of 6 per 
cent, oil the cost of $40,000 per mile ; the Government to grant us from 6 to 12 square 
leagues of land along the line. 



152 INTERNATIONAL AMEEIOAN CONFERENCE. 

As soon as the road is in operation these lands must naturally increase rapidly in 
ralue, and, though perhaps not worth more than |1 per acre in the beginning, must 
advance to more than $20 per acre in less than twenty years. This has been the 
history of all lands along the line of railways constructed in this country, and the 
same may be expected of tnem in Paraguay and Bolivia when railway facilities at- 
tract immigration ami inert ase the industries. 

At present the Government may not afford to pay more than half the guaranty, 
but as they develop by means of the enterprise and become enriched by the im- 
mense increase in value of their lands, they will soon be enabled to pay the 6 per 
cent, guaranty. The cost of these roads, with single track, will not exceed $30,000 
per mile, as we know of no engineering difiSculties up to the northern boundary of 
Bolivia ; nor would there be any should we go through the Amazon portion of Bra- 
zil. The principal streams will be crossed at their heads, where they are small, and 
branches from the trunk line be made to lead to the head of steam-boat navigation 
of the Orinoco, Amazon, and other important rivers to the Atlantic, then to connect 
Vith the steamers to and from the United States. 

The western and southwestern nortions of Brazil would be an important element 
io the railway aud our river and ocean steamers. Besides a line of steamers to the 
River Plate, we would recommend a line to the Orinoco, and another to the Amazon 
to run in connection with the steamers on those rivers to our railway system. 

When all this is done our people will hold and control the key of the trade with all 
this portion of South America, and solve the question of rapid communication and 
quick transit of commerce with these countries. If by sea our steamers can afford to 
carry merchandise as cheaply as do those of the Lamport and Holt line, they will un- 
doubtedly get the most of it. Those of us here doing business with the United States 
find ourselves heavily handicapped by those in the European trade. 

Merchandise from the Unite<l States takes double the time to reach here that goods 
do ordered from any part of Europe ; and in view of the small proportion of vessels 
obtaining return cargoes, freights are much higher from the United States than from 
Europe by steamers, which, in addition to their freight, derive much of their profit 
from the carrying of passengers and emigrants. 

The benefits to be derived from the direct communication with the United States 
as afforded by our trunk line of railway in connection with the grand interconti- 
nental railway system projected by the United States people to connect North, Cen- 
tral, and South American countries, can not be overestimated, and must, in our 
opinion, have a most favorable influence upon the governments and the people of the 
republics. 

The Argentine Republic already possesses the advantages of a direct trade with the 
United States and Europe to such an extent that her commerce is carried on as con- 
veniently and advantageously as that of any other country ; but it would be greatly 
increased by the construction of this great railroad enterprise, bringing down to the 
head of ocean navigation the products of the upper regions of the undeveloped 
countries, and affording a quick and economical means of conveying to them the im- 
ports brought to supply these countries. 

In the mean time, to obtain some of the benefits referred to, we must have direct 
and prompt communication with the United States by means of steamers terminating 
their route at Buenos Ayres. Owing to the geographical position the Argentine Re- 
public posaeses every facility for carrying on its commerce. Paraguay, owing to its 
great distance from the sea-board, and Bolivia, from its distance inland and isolated 
position, may be considered as comparatively excluded from intercourse with the 
rest of the world at present. 

All the wants of both these countries could be supplied from the United States, 
and the cost of bringing those supplies by means heretofore described. Paraguay 
pays one freight to the River Plate and twice as much more in addition from the 
River Plate to Asuncion. Bolivia,owing to its inland situation must now deprive itself 
of many things that it would consume, or have to submit to the heavy tax now paid 
for transportation over difficult overland mountainous country on the backs of mules. 
Railway communication would so far reduce the cost of carriage as to enable the 
populations of Bolivia and Paraguay to consume liljerally many things manufactured 
in the United States of which they now have to do without. 

We do not consider that the extension of the line of railways toMendoza andTucu- 
man, also Jujuy, can have any effect upon diverting trade away from Bolivia and 
Peru to the Atlantic sea-board, because of the great extent of the mountainous country 
to be traversed between them, and because of the diversity of gauges of those roads 
and ours which would forbid the forming of a connection. 

One gauge is .5 feet 6 inches and the other is 1 meter, while our projected line is 
%e American standard gauge of 4 feet 8^ inches throughout. 

In addition to the many articles of export from Paraguay and Bolivia, of which I 
shall make mention hereafter, I would now refer to the products of cattle as an im- 
portant factor in the trade between the United States and those countries. In some 



INTERNATIONAL AMERICAN CONFERENCE. 153 

parts cattle are very abnnflant, and for want of an outlet have increased to sucli an 
extent that they can be bought for $3 per head. 

The opening of comniuuicatioii with Paraguay and Bolivia would enable thera to 
find a market for the hides iu the United States and the dried beef in Brazil, to the 
mutual benefit of the producers and the railways. 

Herewith I beg to hand you a skeleton map of the Argentine Republic, showing 
the railways built and in operation, those now under construction, and those pro- 
jected, the names of the companies, and which are owned by the national or provin- 
cial governments. This will give you a brief idea of the entire railway systeta of the 
Argentine Republic. 

In addition to the map, I give you a list of all the railways in operation in the 
Republic, their gauge, ownership, and length ; also, of those under construction. 

Th) total number of miles of telegraph iu operation is 18,000, all owued by the 
national government, and 2,000 miles more under construction. The only private 
line— owned by an English company — is that between this city and Montevideo, 
connected by a cable across the La Plata River, between Buenos Ayres and Co- 
lonia. 

There is but one railroad in Paraguay, that being only 40 miles in length, and was 
built many years ago by the Dictator Lopez. 

in the Republic of Bolivia there does not exist a single mile ot railway. 

All the railroads in the Argentine Republic are now paying from 7 to 14 per cent, 
(see quotations on railway stock of Argentine Republic, varying from 25 to 75 per 
cent, premium). All the roads when properly built and equipped, 50 per cent, of the 
gross earnings are more than sufficient for the working expenses, as the quality of the 
land for the road-beds is generally good, and no frost to contend with. 

These railroads, built and owned by foreign companies, have had the benefit of a 6 
per cent. Government guaranty, varying from £6,000 to £10,000 per mile. Of late 
years they have nearly thrown ofl" the guaranty and paid back the Government such. 
guaranty as was received during the early existence of the roads. 

Most of the railway concessions are granted for perpetuity, and all material for 
building and equipping are allowed to be imported into the country free of duties, 
and are free of all internal taxes. All works that are considered public come under 
the same category. 

These English companies have all amassed immense fortunes out of these railway 
enterprises and Government guaranties. We would here state that railway enter- 
prises and other public works are still in their infancy, and I can only compare this 
country now to what the United States was some thirty years ago. Now is the time 
for the American people to get a foothold here, and, with their capital, control and 
monopolize the future public works of this great valley. 

The people here will give preference to the Americans over any other nationality, 
and wo can attain from them grants and concessions when no other people can. 
Formerly Americans have not been able to compete with other nationalities owing 
to the cheapness of mi ney and material, bnt that day is now gone by and America 
can compete with both money and material against any European country. British 
capital and influence to control these countries is a thing of the past. They are not 
now, nor ever have been, congenial to the Latin races, and especially to the people of 
these republics. The greatest enemies and competitors the Americans have out here 
to contend with are the English. 

This country has always faithfully paid up its obligations on all the public works 
as well as its national debt, and its credit stands to-day almost equal to that of the 
United States. Its progress is fast following that of our own. 

These republics, when traversed with railways into their interior, will open out ' 
the great mineral wpalth of the Cordillei'a slope. 

Formerly this great valley was one vast grazing ground, principally for cattle, 
horses, sheep, and goats, etc. Animals live without shelter the year round, and it is 
not required to store food for the winter months, as done in the United States. La- 
bor is cheap, owing to the abundance of meat, fish, game, fruit, and vegetables. 

Owing to the immense European immigration these countries are fast developing 
into an agricultural region. It is one of the healthiest climates on the face of the 
earth; our average temperature in winter is 54 degrees, in summer 74 degrees, and 
seldom ever rises to 90 degrees. 

12 



154 INTERNATIONAL AMERICAN CONFERENCE. 

List of railways in the Argentine Republic, 

Miles. 
Central Argentine : Rosarios to Cordova, gauge 5 feet 6 inclies (English coni- 

pany) 248 

Northern Central, gauge 3 feet 3| inches (owned by National Government): 

Cordova to Tucuuaan 340 

Tucuman to Metun (Saltu) 180 

Frias to Santiago del Estero 100 

Audine Railway, gauge 5 feet 6 inches (owned by National Government): 

Villa Maria to Mendoza 380 

Mendoza to San Juan 100 

East Argentine, gauge 4 feet Si inches (English company): Concordia to Monte 

Caseros 100 

Cauipana Railway, gauge 5 feet 6 inches (English company) : Buenos Ayres to 

Campana 40 

Northern Railway, gauge 5 feet 6 inches (English company) : Buenos Ayres to 

Tigre 18 

Ensenada Railway, gauge 5 feet 6 inches (English company) : Buenos Ayres to 

Ensenada 35 

Southern Railway, gauge 5 feet 6 inches (English Company) : Buenos Ayres 

to Bathia Blanca 6:56 

Santa ¥€ Railway, gauge 3 feet 3^ inches (English company) : Santa F6 to 

the Colonies 56 

Western Railway, gauge 5 feet 6 inches (owned by the Government of Prov- 
ince of Buenos Ayres): Buenos Ayres to San Nicholas and branch to La Plata. 610 

2,843 

List of railivays under construction. 

Miles. 
Campana and Rosario, gauge 5 feet 6 inches (English company) : Campana 

to Rosario 140 

Eutre Rios Eastern, gauge 4 feet 8^ inches (American company) : Port Echagae 

to Concordia 156 

Transandine Railway, gauge 5 feet 6 inches (English company) : Mercedes, 

Buenos Ayres to Villa Mercedes, San Luis 350 

Eutre Riano Railway, gauge 4 feet 8^ inches (owned by the Government of 

Province of Entre Rios) : Parana to Coucepcion ,. 182 

Central Northern Railway, Metan to Jujuy (i:2 



690 



RECAPITULATION. 



Ton railways in operation 2,843 

Five railways under construction - 890 

3,733 
URUGUAY. 

The railways of Uruguay radiate from Montevideo and connect on the west and 
north with those of Argentine, Paraguay, and Brazil. There are now 400 miles con- 
structed and much more projected, principally toward the Brazilian frontier. 

A general railroad law was enacted in 1884, which named certain lines recommended 
by a commission of engineers as worthy of construction, and which named also the 
conditions which were to govern the granting of concessions and the construction of 
the lines. The gauge was to be 4 feet 8^ inches, and the minimum radius of curvature 
400 meters. A guaranty of 7 per cent, per annum on about $25,000 ^er mile was to 
accompany tbe concessions. 

The lines named are shown upon the map accompanying the report of the delegate 
from Uruguay, but I believe some of thctu are not yet under construction. 

Central Uruguay Railway Company of Montevideo. — Line of road authorized, Monte- 
video to Durazno; complofced from Mo.it.evideo to Rio Negro, 170 miles. Branch: 
8auta Lucia to San Jos^, 20 miles, total I'M miles. Opened from Montevideo to Sants 



INTERNATIONAL AMERICAN CONFERENCE, 155 

Lucia, 40 miles, iu 1872, aDd to the present tenniuus in 1879. Extensiou to north 
bank of Rio Negro, 41 miles, opened July, 1885. The Government has granted a per- 
petual succession, with a guaranty of $3,500 per uiilo attaching, as each separate 
section is opened. This company operates the line of the Uruguay Central and Hy- 
gueritas Railway Company, extending from the junction with the Central Uruguay 
at Juan Chaso to San Jos6, 20 miles. The total authorized length of the latter line 
i8 146 miles, Santa Lucia to Hygueritas, the Government also guarantying a net 
revenue of 7 per cent, on £10,000 pounds per mile (about $50,000). 

Central Uruguay Northern Extension Company, registered in London, October, 27, 
1888, to acquire a concession from the Uruguayan Government for a line forming an 
extension of the system of the Centr.al Uruguay Railway Company, of Montevideo, 
to the Brazilian frontier, a distance of about 288 kilometers (179 miles). 

Nortlieastcrn Railway. — Projected from Montevideo to Artigas (on the Brazilian front- 
ier) ; completed to Minas, 74 miles. The section to Pando, 18 miles, was completed in 
1883. 

Northwestern Railway. — From Salto to Santa Rosa and the Brazilian frontier, 111 miles, 
with a branch from Isla de Cabello to San Eugenio, 70 miles. Main line is completed 
and connects at its northern terminus with the Brazilian Great Southern Railroad 
from Uruguaj'aua. The Uruguay road runs parallel to that from Concordia to Ceiba 
in Argentine. 

Midland Uruguay Railway Company. — Projected line of road from Paso de los Toros 
to Salto, 174 miles. Registered in London under the Companies act, July 2, 1887, to 
acquire a concession granted by the Government of Uruguay. Under this concession 
the Government guaranties, for a period of forty years, commencing from the opening 
of each section of 50 kilometers, 7 per cent, per annum on a capital stock of £5,000 
per kilometer. 

Northern Railway and Tramway Company. — Montevideo to Santa Lucia, has 25 miles 
in operation, 

PARAGUAY. 

The railway from Asuncion to Paraguari, a distance of 45.2 miles (72 kilometers 

417 meters), the tirst line consti'ucted in South America, was built for Lopez during 
the year, 1861-64 by theEnglishm*?u Burrell, Valpy, and Thompson, with a force of 
6,000 soldiers detailed for the purpose. It rested at Paraguari until recently, the war 
having stopped it midway on its course to Villa Rica, the iiroposed terminus. After 
many vicissitudes the building of the road has been resumed, and the new station, 
General Escobar, 11.20 miles (18 kilometers, 50 meters) beyond Paraguari, was opened 
last September. Work on the road-bed is being pushed, and a tine bridge across 
Tebicuari of 260 meters is in process of construction. It is expected that it will be 
completed to Villa Rica during the coming year, a distance from Asuncion of 91.48 
miles (147 kilometers, 242 meters). A concession to further extend the railway to 
Encarnacion, on the Parana River, has been granted to certain j^arties, who are now 
in London negotiating its sale. 

Trains run daily from Asuncion to Escobar and return, leaving the former at 6 
o'clock a. m., arriving at Escobar at 12; leaving Escobar (returning) at 1 p. m., and 
arriving at Asuncion at 6 p. m. The old track to Paraguari has recently been 
thoroughly overhauled. New bridges and culverts have been built. There are four 
classes of cars. The first-class coaches, of Belgian make, are beautiful carriages, as 
fine iu appearance as the best American coaches, and perhaps more ornate in their 
appointments. The second and third class coaches are plain, comfortable carriages. 
The fourth class are simple trucks without seats, but are very cheap, and certainly a 
great convenience to the poor Paraguayans, mainly women, who j)atronize it. First- 
class fare, about 4| cents. 

The railway traverses a very picturesque region. The orange and palm groves of 
Luque, the superb lake of Ii^acaxai, stretching out to the foot of the Cordillera; the 
peak of Itagua, the valley of the Pirayu, the Cerro Batovi, and the bold heights 
about Paraguari form a pleasing landscape of considerable variety. The section 
now being extended to Villa Rica will pass over a still more charming country. 

The number of passengers carried last year amounted to 257,688 ; amount of traffic, 
$161,5.50. In 1881 the total number of passengers amounted to 81,807; total amount 
of traffic, 162,207. The passengers and traffic returns for 1887 show a considerable 



156 INTERNATIONAL AMERICAN CONFERENCE. 

increase over those of 1886, in which year 120,865 persons were carried, and the 
traffic reached the sum of $85,606.17. 

In 1876 a survey was made for a railway, which was to start from a tow^n called 
Cnritaba, in the Brazilian province of Parana, near Paranagua, and run thence to 
Matto Grosso and Bolivia, thus placing Paraguay within five days of Rio de Janeiro. 

The air of the River Plate is full of great railway enterprises just now, and new 
lines aud gigantic combinations are projected in every direction. A lale niynber of 
the Buenos Ayres Standard contains the following: 

" Messrs. Clark & Co. have long planned a vast net-work of railway in the South 
American Continent, and the scheme for a line from Recife to the Pacific coast forms 
part of this bold plan. Such a line would eclipse the Panama Canal and rouse the 
wonder of the world. Rapid communication wonld be established between Aus- 
tralia and Europe, and immigration to the Pacific coast would be considerably facili- 
tated. The lines which the Messrs. Clark are at present building from Moute Caseros 
to Corrientes, Posadas, and Missioues also form part of the vast plan alluded to and 
are intended to connect us with the transcontinental Brazilian line. The plans were 
roughly drawn up in 1886 by these fore-seeing and powerful railway kings. The first 
section, according to the plan, stretches from the Missiones territory as far as San 
Pablo, in a southwesterly direction from the lines at present in course of construc- 
tion. At Curitiba a branch line would be built to Paranagua, on the Atlantic, and 
at San Pablo there would be a junction with the railway running to Rio Janeiro, or 
with that terminating in Santos. The second section, which runs in a more westerly 
direction, would be the prolongation northward of the Missioues line. It would- 
incline gently eastward after crossing the province of Parana and San Pablo,* then 
continue to the west of Minas Gerses aud Bahia, and terminate in Pemambuco. 

"The third, aninteroceanic section, would form a junction with the Transandine 
line. It would stretch from Villa Mercedes, in San Luis, through Villa Maria (as at 
present), Santa Fe, Esperanza, along the right bank of the Parana as far as Cor- 
rientes. It would then cross the river a little higher up and stretch to Asuncion, 
thence to Paraguari, Villa Rica, and other towns, aud finally into Brazilian territory 
to Para, communicating, by means of a branch to Braganza, with the Atlantic. Such 
is the gigantic scheme whicti the Messrs. Clark have been planning since 1886. The 
Emperor Pedro is highly in favor of it and assured Mr. Matthew Clark in London 
that he would do everything in his power to assist him and his brother to carry out 
the greatest scheme of the age." 

The often discussed project of a great international railway to run from Buenos 
Ayres, through Paraguay, Bolivia, Peru, and Ecuador to Bogota in Colombia, thence 
to coast, to Carthagena or Panama, on the Isthmus, has been ably and eshaustibly 
dealt with by Minister Bacon in a recent issue of the Consular Reports. 

The Government in September, 1887, concluded the following agreement for the 
sale of the present line of railway with a view to its extension to Villa Encarnacion, 
on the Parana River: 

"Article I. The executive is authorized to make arrangements with Dr. William 
Stewart for the sale of the railway from Asuncion to Villa Rica and all appurtenances 
for 2,100,000 hard dollars gold. The purchaser being to prolong the line to Villa En- 
carnacion. 

* # ***###» » # 

"Article V. The executive concedes to Dr. "William Stewart the right to build 
and work a railway from Villa Rica to Villa Encarnacion in accordance with the con- 
ditions specified in this law. 

* * # «•«««# * • 

"Article VII. * * * The company is at liberty to build such branches as may 
b^ found necessary, without, however, having the privileges of a guaranty. 

" Article VIII. The Government guaranties an annual interest of (5 per cent, on 
the capital sunk in this undertaking for twenty-years. The maximum cost per kilo- 
meter not to exceed 30,000 hard dollars gold. * » » Government to determine 
tariftso soon.as net earnings exceed 12 per cent, per annum." 

Dr. Stewart is now in London to etiect the sale as projected, but has not succeeded 
in doing so up to this time. The railway has been reported as sold several times dur- 
ing the year. The matter is one of great moment to those interested in the country, 
and the fate of the "Stewart concession" has been closely watched. It is now re- 
ported that Dr. Stewart has asked the Government for an extension of three months' 
time ; also that the Government does not feel inclined to accede to the request. I 
understand, further, that in case Dr. Stewart fails to place the concession in London 
a Belgian company stands ready to succeed in his rights in the matter. There is no 
doubt that the road will be extended soon by some company. (Report by Frank D. 
Hill, United States Consul, Asuncion, Paraguay, January 23, 1889.) 

* Probably San Panlo. 



INTERNATIONAL AMERICAN CONFEEENCE. 157 

This Englisli company ispushing the construction of tlie work, which is to be finished 
to Encarnaciou in 1892. It will connect with the road now being constrncted from 
Monte Caseros to Posados in Argentine and will put Paraguay iu rail connection with 
Montevideo and Buenos Ayres. 

The receipts of the 45 miles in operation for 1888 were $210,000, while for 1881 they 
were only $61,207, 

The entire line from Asuncion to Villa Eica was put in operation January, 1890. 

Another great project has just been elaborated which will pat Paraguay iu com- 
munication with the eastern coast of South America. This line is to be caller! The 
Transcontinental Railway fron Asuncion to Santos, and is to run from Asuncion to 
the northeastern frontier of Paraguay, where at the junction of the Sierra Mbara- 
cayu with the Sierra Amamby, it will enter Brazil about the twenty-fourth parallel, 
which will be followed to Santos, the great port of San Paulo. Its length will be 
about 1,300 kilometers (806 miles). 

BRAZIL. 

This great country exhibits in. the most marked degree the statement made in 
regard to the location of the mass of the population, for less than half the territory 
contains almost all the inhabitants. Omitting the provinces of Amazonas, Para, 
Matto Grosso, and Goyaz, comprising the interior, there remain 1,157,842 square miles, 
out of a total of 3,119,764 square miles, in which live 13,222,860 out of the 14,002,335 
people, according to the estimate of 1888. 

This fact can easily be explained from the physicial features of the country. The 
Amazon, whose tributaries spread iu all directions, traverses it from west to east, and 
between these water courses are vast x^lains covered so thickly with vegetation as to 
be almost impenetrable. Along the coast there are several ranges of hills with elevated 
lands between, and here is the mineral and agricultural wealth of the country. The 
table-land of Matto Grosso divides the waters of the Amazon and the La Plata, the 
sources of the latter rising within a very short distance of the Atlantic. The Sau 
Francisco River flows northeastward between two ranges. 

RAILWAYS. 

Transportation in the inJ;erior is carried on entirely by water, and along the coast 
by mules and railways, the majority of the latter being in the southeast, and one- 
fourth of the whole in the province of San Paulo. These railways were first built 
from the coast towards the interior and their length was limited by the distance of 
the mountains from the coast. Indeed, this is still true, for there are only two 
or three exceptions, the greatest being the Don Pedro Seguudo Railway in the province 
of Rio de Janeiro, which runs parallel to the coast and some distance from it, and the 
Madeira and Mamore Railway, projected along the Madeira River, far in the interior, 
around the falls which form the only obstruction to navigation from the interior of 
Bolivia to the Alan tic Ocean. 

In the south, connection is made with the railways of Argentine and Uruguay, but 
as the lines in Brazil are not united, traffic to these countries can not be carried on 
very extensively. Another project has been elaborated for a line ^om the city of ' 
San Paulo westward to Paraguay, and a line is under construction from Porto Alegre 
westward to Uruguayana. The Paraguay line will give communication between the 
most populous portions of Brazil and all of Paraguay. The line from Porto Alegre to 
Bag^ might also be-extended to the frontier of Uruguay. 

A point to be noted is that railway communication northward in the eastern part 
of the country is almost impossible because of great size of the water-courses, and, con- 
sequently, traffic between the southeastern part of Brazil and Venezuela or Colombia 
will for many years be carried on by water. 



158 INTERNATIONAL AMERICAN CONFERENCE. 

In an extract from the Consular Reports of 1882 there is a report by Consular 
Agent Comsett, in which he refers to international lines of road.* 

The principal Brazilian railways are the following: 

Alagoas Railway, from Maceio to Imperatrix, 55 miles, along the valleyof theMun- 
dahu River in the province of Alagoas. Gauge, 1 meter. This company was organ- 
ized in 1881 to build the line under the concession granted to Domingos Mortinhoand 
Jacquimda Silva Leao. Road was opened December 3, 1884. The Government guar- 
anties 7 per cent, per annum on maximum capital £512,'2l2, and reserves rights of 
purchase. In 1885 a concession was obtained from the Provincial Government for the 
construction of a branch from the main line to the town of Assemblea, about 40 miles, 
and surveys have recently been completed. A dividend of 5^ per cent, was paid from 
the Government guaranty. 

Bahia and Minas Bailway, from Carvellas to Aymore, 88 miles, and extension, 9.3 
miles. This railway is now under construction to Philadelphia, 155.6 miles; gauge, 1 
meter. It was built under a concession granted to M. F. Argolla, the construction 
having begun January 25, 1881 ; the road was opened to Aymore, November 9, 1882, 
and the extension in 1882. 

Bahia and San Francisco Railway, from Bahia to Alagoinhas, 76.3 miles. Timbo 
branch, Alagoinhas to Timbo, 51.4 miles. Gauge, 5 feet 3 inches. This branch was 
opened for traffic March 30, 1887, and is a separate undertaking, the estimated cost 
was $1,490,000, on which there is a government guaranty of 6 per cent. ; the guar- 
anty on the main line is 7 per cent. This is an English corporation. 

Bahia and San Francisco Railway Extension. — Line of road, Alagoinhas to Villa 
Novada Rainha, 199.6 miles. Gauge, 1 meter. This line is owned by the provincial 
government of Bahia and forms an extension of the Bahia and San Francisco Rail- 
way, northwest from its terminus at Alagoinhas. In 1881, it was in operation from 
Alagoinhas to Santa Lucia, 112.2 miles. A continuation of this line is now under 
construction to Joazeiro on the Sau Francisco River. 

Bananal, Rio de Janeiro Railway, from the Sandade station on the Dom Pedro II. 
line to Bananal, 19.2 miles ; opened February 1. 1889. 

Brazil Great Southern Railivay, from Cuarim River, the dividing line between Uru- 
guay and Brazil, to the town of Itague, on the Uruguay River, 110 miles, all in the 
province of the Rio Grande do Sul ; line was opened for traffic December 31, 1888. It 
has a government guaranty of 6 per cent, on a capital of £675,000, with reservation 
of right to purchase after ninety years. It is owned by a British corporation. 

Central Bahia Railway, province of Bahia, main line Sao Felix to Queimadiuhas, 170 
miles, branch, Cachoeira to Feira de Santa Anna, 15 miles. Gauge, 3 feet 6 inches. 
The construction was begun in 1880, and the line completed in sections ; it was opened 
to Queimadiuhas in December, 1885; there is a government guaranty of 7 per cent, 
on the capital, $7,130,000, for thirty years. The line is projected to the San FrarKiisco 
Eiver, aud stock has been issued for the construction of a branch line to Olhos and 
Agua. This line is owned by a British corporation. 

Campos and Carangola Railway, from Campos to Porto Alegre, 101 miles, Patrocinio 
branch, 24.2 miles; Itabopoano branch. 13 miles; total completed, 117.2 miles. The 
main line is projected to Santo dos Tombos on the boundary line of the province of 
Minas Geraes. Gauge, 1 meter. Construction was begun in 1876, and the first sec- 
tion of the main line opened December, 1878; second October, 1882. This line has a gov- 
ernment guaranty of 7 per cent. oi;i $3,375,000 capital for a period of thirty years, ter- 
minating March 20, 1905, and is owned by a Brazilian company chartered in 1872. 

Companhia Bragantina, Campo Lempo station on the S. B. Railway to Braganza, 32.2 
miles. Gauge, 1 meter. Construction and equipment to December 31, 1886, amouuted 
to $35,000 per mile. 

* See paj^e 161 for this report. 



INTERNATIONAL AMERICAN CONFERENCE. 159 

Companhia Estrada de Ferro Macalie 4 Campos. — Line of road from Campos to port of 
Imbetiba, 59.5 miles. This company has a concession from the provincial government 
of Rio de Janeiro. 

Conde D'Ea Railway (province of Parahyba), from Parahyba to Independencia, 60 
miles, branch from Cob6 Junction to Pilar, 15 miles. Total, 75 miles. The following 
are projected: Extension of maia line to Cabedello, 11.2 miles, to be constructed in 
one year, extension of branch to Inga, and construction of branch from Malungn to 
Alagoa Grande. Gauge, 1 meter. British corporation, organized in 1875. Construc- 
tion was begun in 1882 ; the road opened to Molungu September, 1883, to Indepen- 
dencia June, 1884; branch line November, 1883. This line has a government guar- 
anty of 7 per cent, per annum on maximum capital of $3,375,000, with option of pur- 
chase. Loss on operating for year ending June 30, 1888, |50,000. 

Corcovada Bailivay, from Larangeiras to Mount Corcovada, 2.5 miles. 

Dom Pedro Segundo Eailroad main line and branches in province of Rio Janeiro, 
etc., radiating from the city of Rio Janeiro to leading towns of the interior, connecting 
with all other important lines of railway in the province of Rio Janeiro, Espiritu 
Santo, Minas Geraes, and San Paulo. Total length, 460 miles. Gauge, 5 feet 3 inches. 
This road was built and owned by the Imperial Government of Brazil and named after 
the Emperor Dom Pedro 11. Its construction was begun in 1862, in which year 39 
miles of maiu line were opened. Extensions and branches were opened from time to 
time and constructive operations are not yet closed. 

Donna Theresa Christina Railway, from Laguna to Imbetnba and Tuberao (coal 
mines), province of Santa Catarina, 71.9 miles. Guage, 1 meter. British corporation, 
organized in 1876. This line has a government guaranty on f3,155,000 capital, with 
privilege of purcbase. 

Estrada de Ferro Baturite. — Line of road from Fortaleza, province of Cerea, to Canao ; 
total length, including branches to Alfandega from Maracanahu to Maranguape and 
the extension from Canao to Baturite, 68,6 miles. Gauge, 1 meter. Owned by the pro- 
vincial government of Cerea. 

Estrada de Ferro de Canfagallo, from Nictheroy to Rio Bonita and to Passageme via 
M^acaco, with branch to Parahyba Corte and San Jos6; total, 165 miles. Gauge, 1.1 
meters. This road was owned by the provincial goveruraent of Rio de Janeiro, but 
was purchased in August, 1887, by the Leopoldino Railway Company. 

Great Western of Brazil Railway Company, from Recife to Li raeoiro, 60 miles; branch, 
from Nazareth to Timbauba, 27 miles; total, 87 miles. Gauge, 3 feet 3| inches. The 
construction was begun in 1881, and the whole of the main line completed and opened 
in September, 1882. In 1886 the company undertook an extension to Timbauba with- 
out a government guaranty. This is a British corporation and has a government 
guaranty of 7 per cent, per annum on a capital of $2,812,500, with option of pur- 
chase. 

Imperial Brazilian Natal and Nova Cruz Railway Company. — Main line from Natal to 
Nova Cruz, 75 miles. Gauge, 3 feet 3| inches. This line has a government guaranty 
of 7 per cent, per annum on a capital of $3,091,500, with option of purchase after 
thirty years. It was operated in 1886 at a loss. 

Ituana Railway, from Jundiahy to Piracicaba, 122.4 miles; branch from main line 
to Itu, 14 miles; total, 136.4 miles. Gauge, 1 meter. Extension to San Mauoel pro- 
jected. The road was opened in February, 1877. It has a guaranty of 7 per cent. 
bythe provincial government of San Paulo. 

Leopoldina Railway (province of Minas Geraes), from Porto Novo de Cunha (Junc- 
tion Dom Pedro II Railroad) via Leopoldina and Sao Geraldo northwest. Total 
length of completed main line and branches, 184.1 miles; extensions and brandies 
projected, 40.3 miles. Gauge, 1 meter. In August, 1887, this road purchased from the 
province of Rio de Janeiro the Cantagallo Railway, 165 miles, extending from Nicthe- 
roy to Macueo in the province of Rio Janeiro. 

Madeira and Mamore Railway, projected along the Madeira River, 205 miles, to carry 

* There is published a very finely illustrated description of this road, a railway of perhaT)8 finer , 
constraotion than any other in South America. 



160 INTERNATIONAL AMERICA.N CONFERENCE. 

traffic around the falls. A concession was granted by the Brazilian Government to 
G. E. Church, April 20, 1875, for the building of this road and granted bonds, etc., 
for the purpose. The estimated cost was about $30,000 per mile. 

Minas Central Railway of Brazil, under construction from a point of junction with 
the Dom Pedro Segando Railroad, to the city of Pitangui on the San Francisco River, 
about 150 miles. The concession was granted by the government of the province of 
Minas Geraes, which guaranties an income of $300,000 for thirty years from the con- 
struction of the line, and interest during cdnstruction ; the company is alsoguaranMed 
a monopoly for fifty years, during which time no competing line can be built within 
18 miles. This line is owned by a British corporation. 

Minas and Bio Baihvay, from Cruzeiro (Junction Dom Pedro Segundo Railroad, 
Province of San Paulo) to Tres Coracoes (province of Minas Geraes"), 105.4 miles. 
Gauge, 1 meter. This road was opened in 1884, and is owned by a British corporation 
registered in 1880, which has a government guaranty of 7 per cent, per annum on a 
maximum capital of about $8,715,000, with option of purchase. 

Mogyanna Railroad, from Campinas to Casa Branca, 173 miles, with branches from 
Jaguary to Amparo, 90 miles; Sertaochino to Ribiero Preto, 90 miles; Mogy to Penlia, 
13 miles, etc. ; total, 341.6 miles. Under construction, 116.5 miles. Gauge, 1 meter. 
The line is divided into three sections, the first and second are open for traffic and the 
third is under construction. This line is owned by a Brazilian corporation. 

Para and Braganca Raihcay (province of Para). — Line of road projected from Belem 
(or Para) to Braganca, 129.6 miles. Completed from Belem 36.6 miles ; narrow 
gauge. 

Paranagua and Caratiha Railroad (province of Paranagua), from Paranagua to 
Morretes, 68.8 miles. Gauge, 1 meter. 

Paulo Alfonso Railway (province of Alagoas), from Piranhas to Jatoba, 71.9 miles, 
following the north bank of the San Francisco River. Gauge, 1 meter. Built and 
owned by provincial government of Alagoas ; opened in August, 1883, and worked 
at a loss. Total cost, $2,550,000. 

Porto Alegre and New Hambiirgo (Brazilian) Railway (province of Sao Pedro de 
Rio Grande do Sul), from Porte Alegre to New Hamburgo, 26.7 miles; gauge, 1 meter. 
This line is owned by a British corporation. 

Recife and Caruaru Railway (province of Pernambuco), under construction from 
Recife westward to Caruaru, 68.2 miles; gauge, 1 meter; 47.1 miles are open for 
traffic. 

Recife and Sao Francisco (Parnamhuco), Railway from Cinco Pontas (city of Recife) 
to Una (or Palmares), 77.5 miles ; gauge, 5 feet 3 inches. The construction of this 
line was begun in 1856 and completed in 1862. It has a Government guaranty of 7 
per cent. 

Recife and Sao Francisco {Pernanibuco) Extension, from Una to Garanhuns, 90.5 miles, 
built and owned by the provincial government of Pernambuco. Constructed in 
in 1882-85. Gauge, 1 meter. 

Rio de Janeiro and Northern. — Concession granted by the Brazilian Government 
November 4, 1882, runs for seventy years, after which the railroad reverts to the 
Government. In 1888 an agreement was entered into for the purchase of the property 
of the Principe de Grao Para Railway Company, comprising 57 miles of road con- 
structed, with 16 miles to be completed about August, 1889. This latter line of road 
extended from Manna to the city of Petropolis and thence to San Jos6 de Rio. A 
further extension to Entre Rios to connect with the Dom Pedro II Railroad is under 
construction. 

Rio de Ou.ro Railway, from Quinta do Caja to Rio de Ouro, 33 miles, with branches 
tolguassa, 7.4ipiles; to Eageagerode Dentro, 933 meters; to Olaire Reis, 274 meters; 
total length of main line and branches, 40.4 miles. Owned by the Government aiul 
used for the purpose of couvoyiug material for the works which supply the city of 
Rio de Janeiro with water. Gauge, 1 meter. Worked at a considerable loss. 



INTERNATIONAL AMERICAN CONFERENCE. 161 

San Paulo Brazilian Eailway, from Santos to Jnndiahy, 80.2 miles ; gauge, 5 feet 3 
inclies. The constructiou of this line was begun in 1860, and the line opened Febru- 
ary, 1867. The total cost was about $10,000,000. The company has a Government 
guaranty of 7 per cent, per annum on capital stock of ^13,250,000, with option of pur- 
chase. 

San Paulo and Rio Janeiro Eaihuay, from San Paulo to Cachoeira and junction with 
the Dom Pedro II Railway, 143.8 miles ; gauge, 1 meter. The road was opened 
throughout July 8, 1877. The x^roviucial government of Sau Paulo guaranties 7 per 
cent, per annum on l|6, 000,000, with right to purcliase. The due payment of this in- 
terest for thirty years is guarantied by the Brazilian Government. 

Santo Amaj-o Railwaij, frotu city of Santo Amaro to Jacu, 22.3 miles ; gauge, 1 meter. 
Owned by the provincial government of Bahia. 

Sanio Antonio de Padua Eailway (province of Rio de Janeiro), from Lucca to Mira- 
cema, 57.6 miles. Sold to theC. E. F. Macahe and Campos. Gauge, 2 feet 11^ inches. 

Sao Carlos de Pinhal Railway : 47.7 miles were opened May 2, 1883, and there is under 
construction 25.5 miles. Branch lines to Brotos and Jahu arenndercoustruction, and 
tlie Dane Corregas section of the latter branch was opened September 7, 1886. There 
is now completed iu all 163.7 miles. 

Sohral Eailway (province of Ceara), from Camocim to Sobral, 80 miles. An exten- 
sion of 61.2 miles to Ipu is projected. This road was built by the Government and 
was operated iu 1884 at a loss. 

Sorocabana Railway, from Sau Paulo to Tiet6, 118 miles ; gauge, 1 meter. An exten- 
sion to Botucatu is in progress, and the Cerquiho Laranjai section of same was opened 
May 24, 1886. The road was opened to Tiet^ in 1885. This line is owned by a Bra- 
zilian corporation. Completed 137.6 miles. 

Southern Brazilian Eio Grande do Snl Eailway, from Rio Grande to Bag6, 173.6 
miles; gauge, 1 meter. Line opened December, 1884. By the terms of the coucessiou 
the Government guaranties for thirty years 7 per cent, per annum on a capital of 
$7,605,000, with no competing line within 20 kilometers to be sanctioned for ninety 
years without the company's consent, but reserves the option of purchase after thirty 
years. 

Taquary and Urugiiayana Railway, projected to run from Taquary near Porto 
Alegre, due west to Uruguayaua. From Taquary to Santa Maria 162.40 miles is 
already completed, between Santa Maria to Cacoquay 71.5 miles more nnder con- 
struction, leaving 164.5 miles yet to be constructed. Gauge, 1 meter. This line was 
operated in 1888 at a loss. 

Unaio Valenciana Railivay, Desengano to Rio Preto, 39 miles ; gauge, 1.1 meter. 

Western Railway of San Paulo (Companhia Paulista de Estrada de Ferro de Oeste), 
from Jundiahy ( junction Sau Paulo Railway ) via Campinas to Belem do Descalva- 
dos, 125 miles, with branch from Condeiras via Rio Claro to the Mogy Gassu river at 
Pinhal, 26 miles; total, 151 miles. Gauge, 5 feet 3 inches. This road was built by a 
Brazilian corporation without the aid of foreign capital and its total cost was about 
$32,500 per mile. 

There are a number of other lines aggregating 526.6 mil^, the most important 
being the Oeste de Minus, 125.2 miles in length. The others are given in the table. 

PROJECTED RAILROADS IN SOUTH BRAZIL. 

Having been handed a pamphlet upon the projected lines of railroad for the south- 
ern portion of Brazil, I have made copies thereof, one of which I inclose, thinking 
some of our railroad men might like to know what was going on in thisjjart of South 
America. 

The line from San Francisco, just north of this port passing here, thence to Porto 
Alegre, I believe, is in the hands of an English company, and they expect the final 
or third passage througti the present house of deputies to take place in a few days, 
when work is to be commenced. The chart will otherwise explain itself. 

S. Ex. 125 — -11 * 



162 INTERNATIONAL AMERICAN CONFERENCE. 

[Translation.! 
ON THE PROJECTED LINES OF RAILROAD IN THE SOUTHERN PORTION OF BRAZIL, 

We will divide the execution of tlie plan of railways herein delineated in the 
eontheru part of Brazil into three classes, viz: 

(1) Lines of great necessity, " urgent," which we designate "primary." 

(2) Lines in continuation of the above, which we will term "secondary" lines. 

(3) Ultimately at a more remote period, as the increase of jjopulatiou will war- 
rant, those we will denominate "final" lines of construction. 

PRIMARY LINES. 

(1) From the hest port in the province of Santa Catharina to the city of Porto 
Alegre, capital of the province of Rio Grande do Sul. 

(2) From the western part of Rio Grande do Sul. Porto Alegre to Uruguayana. 

(3) Alegrete to Quarahim. 

(4) In the southern part of the province of Rio Grande do Sul, from Porto Alegre 
to Jaguarao. 

SECONDARY LINES. 

(1) From Sorocaba to the hay of San Francisco, province of Santa Catharina. 

(2) From San Francisco, province of Santa Catharina, to the two rivers San An- 
tonio aud Pepery-Guassu. 

(3) Erom Sao Gabriel to Jaguarao, passing through Bag6. 

(4) From Alegrete to Sao Borja. 

(5) From Bag6 to the terminus of one of the eastern lines on the frontier. 

(6) From Sao Gabriel to Santa Anna do Livrameuto, 

FINAL LINES OF CONSTRUCTION. 

(1) Those from the ports of Santos, Paranagua, and Desterro, in direction, re- 
spectively, of the Colony Douradas, Sete Quedas in Paraue, Pepery-Guassu, and Sao 
Borja. 

(2) The lines from Sao Gabriel, passing through Santa Maria da Boca da Monte, 
Passo Fuudo, and near to the city of Goyaz, may take direction to a point on the 
right banlc of the Amazon, between 9° and 17° loug. W. of Riode Janeiro. This will 
he the Central Brazilian line, at some point of which, when partially developed, is 
destined to be the future capital of Brazil. 

The lines -above mentioned are to run from the ports of Santos, Paranagua, Sao 
Francisco, aud Desterro in direction west, crossing the future Brazilian central line. 
It is not impossible, or impracticable, that a line conld be constructed running from 
tlie port of Valparaiso, taking an easterly course, and finding way over these several 
lines, to the South Atlantic coast. 

lu a petition we made to the Imperial Government in 1865, from Paris, we asserted, 
in order to give the province of Rio Grand do Sul a sure and available communica- 
tion with the ocean, that it Avould be necessary to unite the capital by rail with the 
port of Santa Catharina, and that this line might serve as the common junction for 
the three great international lines, viz : 

First. To bring the city of Montevideo within eighty hours from the imperial cap- 
ital. 

Second. To make the Santa Catharina line the terminus for the ports of the republic 
on the South Pacific coast. 

Lastly. To bring the city of Ascuncion, capital of Paraguay, within four days dis- 
tance from Rio de Janeiro. 

By following this plan the result will be our having three railroad lines terminating 
at as many differeat points on the frontier of the Empire. 

On account of the extraordinary progress developing within the States on the Pa- 
cific coast, thereby enlarging the field of our operations, there is aueoessity for the.se 
lines to meet those from Cobija, Caldera, or Copiapo, which are in search of outlets, 
the nearest upon the Brazilian coast, thus establishing great interoceanic lines. 

Note. — Within the zone embracing the province of Santa Catharina, between the 
general mountain range and the ocean, is where colonies have been established, 
which, under diflereut headings, reprt^sent a sum of not less than $00,000,000,000 ex- 
pended by the general government Avith the intention of developing the interest of 
this zone. It i.s here the lands :ire located which were given to the Imperial Princess 
as dotal patrimony. 



INTERNATIONAL AMERICAN CONFERENCE. 163 

On this continent Washington and the future capital of Brazil, united by a com- 
plete system of railroads, shall form the two grand centers, both political and com- 
mercial, wliich shall be the regulator of ideas in this part of the globe. 

As the United Stales of America employ all their efforts to foster through railroads 
their interest with those of Mexico and the British possessions, so Brazil, with equal 
energy, should nurse the aspirations of her people in unison with this interest with 
those of the various independent States on her border. 

This we understand ought to be one of the principal objects of those- charged with 
the destinies of the country. 

If the traditional policy of Peter the Great of Russia, that the eagle of the Roman- 
offs should extend its flight to the Bosporas and the Bay of Bengal, that of Brazil 
ought to bind together intimately the different points of her possessions, and extend 
her inflnence to Cape Horn and the South Paciiic. 

The locomotive is destined to unite the two oceans which border the South Amer- 
ican continent, assisted by the two grand water- courses, the Amazon and La Plata. 
(Report by Consular Agent Couisett, of Desterro, September 10, 1882.) 

RAILROADS AND STEAM-SHIPS OF SOUTHERN BRAZIL. 

In this province, Sao Pedro do Rio Grande do Sul, there are at present three rail- 
ways in operation, and one or two other lines projected for which preliminary sur- 
veys have been made. 

The lines in operation are, first, Estrada de Ferro do Rio Grande d BagS, opened for 
traffic on December 2, 1884 ; second, Estrada de Ferro de Porto Alegre a Uruguayana, 
opened in March, 1883, and third, Estrada de Ferro de Porto Alegre 6, Nova Ham- 
burgo, opened in 1875. 

The first line runs from the city of Rio Grande do Sul, in the southern part of the 
province, along the low sandy shores of Lagoa dos Patos to Pelotas, a city of over 
10,000 inhabitants, distant 52.5 kilometers (32.6 miles) ; from thence almost due west 
to Bag^, the present terminus — a total distance from Rio Grande do Sul of 280.2 kilo- 
meters, or 174 English miles, and within 80 miles of the boundary line between the 
Republic of Uruguay and the Empire of Brazil. 

The road is substantially built; has a gauge of 1 meter, or 1.09 yards, and is laid 
with heavy T rails, of English manufacture, on hard-wood sleepers, secured with 
spikes, and ends joined with lish-plates and bolts. It was built, and is at present 
owned and operated, by an English company. The locomotives are from the famous 
Baldwin Locomotive Works in the United States, of the "Mogul" pattern, burning Car- 
diff coal and patent fuel, which is simply very fine coal mixed with some resinous sub- 
stance and pressed into hard blocks. Passenger coaches are of two classes; those for 
the first-class passengers were made in the United States and on the American plan, 
and those for second-class passengers were made in Europe, but on the same plan as 
the first-class coaciies. The traffic, or fieight cars are of Brazilian make, being light 
and short, mounted on a single truck at each end. It is expected to extend this road 
to the Brazilian boundary. 

The latest published oliicial returns showing the receipts and expenses of the road 
are for the year 1886, in which year its receipts were, reduced to United States cur- 
rency, $329,645, and ex I 'cnses, including improvements, $306,364, leaving an unex- 
pended balance of $-'3,281. In that year it carried 105,465 passengers of all classes, 
and 20,735 tons of freight. First-class passenger rates from Rio Grande to Bag6 are 
$10; round trip, $15. Freight is divided into five classes under the tariff' list of the 
company. For first-class freight the charge is $28 per ton from Rio Grande to Bng6, 
and for fifth-class, $6.70 per ton. The road was built at an average cost of $37,000 
per mile, under a guaranty by the Brazilian Government of 7 per cent, per annum on 
the capital stock subscribed; provided, however, so much is expended annually in 
extending the line or on improvements of the line already built by the company, 
which improvements are under the control and direction of the Government's agents, 
termed fiscal engineers. 

If the operating expenses should exceed the receipts, the 7 per cent, guaranty by 
the Government is first applied to the payment of that deficit, and if not sufficient to 
discharge it, the Government's responsibility extends no further. A number of sub- 
scribers to the capital stock were under the impression that the guaranty of 7 per 
cent, per annum by the Brazilian Government was unconditional, but they have since 
learned differently ; for last year a dividend of 5 per cent, only was declared, which 
is practically a deficit of 2 per cent, on the gross receipts of the road. 

The second road, when completed, will run from Porto Alegro, the capital of the 
province, in the central eastern part to Uruguayana, on the Uruguay River, a dis- 
tance of 378 miles. However, it is not completed over two-thirds of the way, the 
work of track-laying progressing slowly. This is the central road of the province, 
dividing it east and west into two nearly equal parts, and when completed will con- 



164 INTERNATIONAL AMERICAN CONFEREi^fc-E. 

nect the capital, a city of 40,000 inhabitants, with the Argentine Confederation at 
Urnguayana, Avhere the Brazilian Government has a cnstoin-liouse. It is owned and 
operated by the Government and is 1 meter in gauge. I know nothing of the engines 
and cars. 

The receipts for the fiscal year 1886 of this road were $219,063 ; expenses, $254,310, 
leaving a deficit of $35,247; number of passengers, 40,515; freight, 34,701 tons. 

The third and last Hue in operation is a short one, 26 miles in length, connecting 
the capital with New Hamburg, a large German settlement. It is owued by an En- 
glish company, and in 1886 had a deficit of $1,878 but I am informed that under its 
recent management it will pay a small dividend this year. 

Some time since a survey was made by the Government for a road from Porto Ale- 
gro to the port of Sao Francisco, in the province of Santa Catharina, the object of 
which was to give an outlet to the sea for the northern and western part of the prov- 
ince without passing through Lago dos Patos over the Rio Grande bar. This sur- 
vey Las been retracted by the Government, as the road it now operates does not pay 
expenses. 

The sum of $100,000 has been subscribed by citizens of this city and Pelotas fbr the 
buihliug of a steam tramway running from the suburbs of this city to the sea-ehore, 
a distance of 11 miles, where extensive grounds will be arranged for a pleasure resort. 
This road will be built, the name of the company being Companhia de Binds subur- 
banos de Mangueira. (Report of Lebbeus G. Bennington, consul at Rio Grande do 
Sul, July 9, 1888.) 

BRAZILIAN RAILROADS. 

At the close of the year 1887 there were in operation in Brazil 5,222 miles of railroad, 
of which 1,251 belonged to the general government, 59 to provincial governments, 
and 3,912 to companies aud individuals. Of the last named, 1,340 miles were built 
without assistance from the general or provincial governments. The provincial gov- 
ernments aided, either by subsidies or by guarantying interest on the capital in- 
vested, in the construction of 972 miles, and the general government is responsible 
for interest on the capital invested in 1,600 miles. 

At the same time there were in construction 870 miles of railway, of which about 
450 miles it is estimated have since been completed, making the total length of the 
railways in operation in Brazil nearly 5,700 miles. 

Nearly one-fonrth of the total mileage is in the province of Sao Paulo, and it is in 
this province that railroads are most prosperous. At the close of 1886 there were in 
the province eight railroads whose total length was 1,124 miles, besides a part of the 
principal government road, the D. Pedro ll. The cost of building these eight roads 
was $49,498,000. Up to that time the general government had expended on them in 
the form of guarantied interest the sum of $7,364,040, of which $2,473,420 had been 
repaid. The provincial government had expended $3,752,185, the amount repaid be- 
ing $234,403. The operating exxjenses of the eight loads in 1886 were $4,263,252, and 
the receipts $8,399,595. 

Outside of the province of Sao Paulo there are few prosperous railroads in the Em- 
pire. Of those belonging to the Government the only one that pays a reasonable in- 
terest on the capital invested in it is the D. Pedro II. This road, which in 1886 was 
463 miles long, had cost up to that time $53,833,000. In that year the operating ex- 
penses of the road were $3,534,082 and the receipts $6,304,983. 

On none of the other Government roads were the receipts that year sufficient to 
pay operating expenses. These expenses amounted to $1,112,370, while the receipts 
wore only $773,450. The cost of these roais, which were at that time 704 miles long, 
was $48,180,000. 

Of the roads receiving Government aid there are some which have drawn from the 
State in guarantied interest a larger sum than the original cost of construction. 
These roads, which in 1886 w^ere 1,445 miles long, had cost up to that time $94,113,000. 
At the close of 1887, when the length of these roads (seventeen in number) was, as 
has already been stated, 1,600 miles, the companies owning them had received from 
the Government in guarantied interest the sum of $61,757,828. 

From these figures it will be seen that the large increase in the annual expendi- 
tures of the Government and, consequently, in the public debt and the burdens of 
taxation is partly due to the liabilities incurred in promoting the construction of 
Government and assisted railroads. 

On the other hand, it is undoubtedly true that the railroads so constructed have 
contributed to stiunilate production, promote progress, and increase the annual rev- 
enue of the Government. 

The data of which I have made use in treating of railroads had to oe drawn from 
various snurceR, there being no single work in which recent auii complete informa- 
tion can be obtained. This remark applies with still greater force to the statistica 



INTERNATIONAL AMERICAN CONFERENCE. 165 

of manufacturing industry in this country. (Report by Consul-General Armstrong, 
Rio Janeiro, June 1, 1889.) 

Under date of August 31, 1889, Consul Borstel, of Pernambuco, reports that the con- 
tract to build a new railroad in the province of Piauhy, iu tins consular district, has 
been awarded to Dr. Newton Coyar Bustlamaqui, a Brazilian. This line will be nar- 
row-gauge, and will begin in the city of Amarante, a small sea-port town in the 
above-named province, and run to the sierra called Dais Amaas, or Two Brothers, in 
the same province, a distance of 700 kilometers, or 140 leagues. Dr. Bustlamaqui has 
an additional contract to carry on the line from the said sierra to the city of Petro- 
lina, on the banks of the River San Francisco, in the province of Pernambuco, a 
distance of 200 kilometers, or 40 leagues. This is thesame line of which some meager 
account was sent in my dispatch No. 83, of April 14, 1888. The estimated cost of the 
line is $12,000 per kilometer, or close to |10, 000,000 for the whole line. The Govern- 
ment guarantied 6 per cent, yearly upon the capital expended until the line is fin- 
ished to its satisfaction. 

BRITISH GUIANA. 

Demarara Railway, from Georgetown to Mahaica, 20 miles. This line is owned by 
a British corporation organized in 1845. The road was completed and opened 
throughout its entire length, September 1, 1864, and has a gauge of 4 feet 8J inchea. 
The net earnings for 1888 were '$67,146. 



THE INTERCONTINENTAL RAILWAY. 



Tho idea of aa iutercontiueutal railway was given proraiaence some years ago by 
Mr. Helper iu his book, the " Three Americas Railway," containing some essays writ- 
ten upon the subject at his request. The Commission appointed under act of Con- 
gress approved July 7, 1884, "to ascertain and report on the best modes of securing 
more intimate international and commercial relations between the United States and 
the several countries of Central and South America," made inquiries iu those coun- 
tries in regard to tho feasibility of such a line. Their report, published in 1885 and 
1888, contains much valuable information. 

An interesting contribution to this subject was also made by John E. Bacon, United 
States minister to Uruguay. He discusses the feasibility of the line, and names sev- 
eral general routes which might be followed. His report is published in "Trade and 
Transportation,'-' by William E. Curtis (Government publicatiou), and in volume 26 
Consular Reports, State Department. 

Summing up the detailed information it is seen that much has already been accom- 
plished in the direction of an intercontinental railway. 

A glance at the map of the Western Hemisphere will show that in the north the 
railways of the United States extend east and west, north and south; they join those 
of Mexico at several points, and extend in several lines southward to the City of 
Mexico, whence lines have been projected to the boundary of Central America., and 
one is under construction. Again, In South America, railways cover the southern 
part iu all directions, converge northward and proceed onward in a single line. 

The railway systems of the United States reach the frontier at four points: Nogales, 
El Paso, Eagle Pass, and Laredo. 

At Nogales, the Sonora road extends to Guaymas, from which point another Hue is 
projected southward along the Pacific coast, as far as Mazatlan, and indeed to Guer- 
rero, which would eventually connect it with the City of Mexico. From El Paso 
which is 2,456 miles- from New York and 1,286 from San Francisco, the Mexican Cen- 
tral Railroad goes 1,224 miles to the City of Mexico. From Eagle Pass, 2,083 miles 
from New York and 1,819 miles from San Francisco, the Mexican International to 
Torreon on the Mexican Central, 384 miles, and thence to the City of Mexico, in all 
1,091 miles, and from Laredo, 2,187 miles from New York, the Mexican National, 839 
miles to the City of Mexico. 

Tho City of Mexico may then be taken as another starting point. 

The Mexican Southern has been projected from the City of Mexico through Pnebla, 
Tehuucau, Oaxaca, etc., to Tchuanteppc, and thence along the coast to the frontier of 
Guatemala, 763 miles. A line is already in operation 183 miles south of the City of 
Mexico, and the line above mentioned is under construction. A great portion is al- 
ready surveyed, the remainder will soon be located, and it is believed that the con- 
struction will be coQiplotod at no distant day. A branch was projected from Tonala 
to San Cristobal. That this route has been chosen to reach Central America would 
seem to show that it is the best. It reaches the population where it is densest around 
Oaxaca, and it goes from there along tne route easiest of construction except perhaps 
for the numerous bridges required from Tehuantppec southward along the coast. 
The elevation, gradually increasing from Touuautepec^ would I'eacU at Ta^achula 
•bout 1,000 feet. 
166 



INTERNATIONAL AMERICAN CONFERENCE. 167 

From the City of Mexico there is another route. The Mexican Railway may be 
taiien to Vera Cruz, 263 miles, and then the Alvarado road to Alvarado, 34 miles, or 
y97 in all. This latter road has a concession for an extension to the Isthmus of 
Tehuantepec. The Continental Railway, projected from Matamoras along the 
Gulf coast, will also follow this route south of Vera Cruz. None of this latter line 
has been surveyed, but for a portion of the distance there is a level strip of land be- 
tween the coast and the mountains which would permit of a railway, yet the mount- 
ains at places approach the coast very closely. From Alvarado to Minatitlan, on the 
Isthmus, would be about 110 miles. At this point the Tehuautepec Railway might be 
used to Tehuantepec, or a southeasterly direction, following the cart roads into the 
interior to the city of San Cristobal, 200 miles further, or 607 miles in all from the 
City of Mexico, and from that point the same general direction to the frontier of 
Guatemala. The heights on the Isthmus are moderate, but the country to the east- 
ward has not been surveyed. As an alternative line, this would not be any more 
difficult of construction than the Mexican Southern ; that its length is less makes its 
worthy of consideration, and being in the interior, it would have a healthier situa- 
tion. 

The coast may still be followed by the first route through the State of Guatemala. 
It is said that a survey is being made for a line from Guatemala City to connect with 
the road from Tonala, but it has not been announced yet what route it will take, 
however, it is probable that jt will follow the coast, gradually ascending from Tapa- 
chula to Retalhuleu, meeting the railway ^rom Champerico, thence to Escuintla, 1,450 
feet above the sea, which is a point on the railway from San Jos6 to Guatemala City. 
Contracts have recently been made for the extension of this latter line to Santo 
Tomas, making it a means of interoceanic communication. The distance from Ta. 
pachula to Escuintla is about 145 miles. 

From Escuintla the line may again follow the coast through the State of Salvador 
to San Miguel or La Union, the distance to the latter point being about 218 miles, but 
there are few inhabitants along the coast, and branches would have to be built to the 
capital and other important cities; hence it would be better to go at once from Es- 
cuintla to San Salvador 126 miles, crossing the railroad from Acajutla to Santa Ana 
at Sonsonate, then the high land can be followed through the important cities of Co- 
jutepeque and San Vicente to San Miguel. Such a line would reach the greater por- 
tion of the population and would be in a healthy location. The grades would not be 
too heavy, as shown by the elevations determined by the French expedition. The 
traffic of the country is carried by the cart roads along about the same route. From 
San Salvador to San Miguel is above 90 miles. 

Taking up again the interior route at San Cristobal in Mexico, a general southeast- 
erly direction might be taken to Totonicapan, Solola and Guatemala City, a total of 
about 205 miles from San Cristobal. While this route reaches the mass of the popu- 
lation and the fertile reigons, yet the topography is such as to make construction dif- 
ficult. It is mountainous, the spurs or chains running in a direction almost perpen- 
dicular to the line, with deep valleys between. However, it is again to be noticed 
that the distance is apparently less from the Citj'^ of Mexico than by the coast route. 
From Guatemala City the line may then proceed by the shortest route to the city 
of Santa Ana and San Salvador, wjience the route previously described may be fol- 
lowed, or the line may go from Guatemala City to Jntiapa, and thence down the valley 
of the Lempa in a general direction parallel to the coast, with branches to the prin- 
cipal cities. Such a railroad has been spoken of by the capitalists of Salvador and 
has indeed been projected. A line is said to be under construction from San Miguel 
to La Union, which is no doubt part of the general project. The distance through 
this State is about 170 miles. 

From San Miguel the line may go directly west over almost level ground to the 
river Goascoran, crossing the projected Honduras Interoceanic Railway for which sur- 
veys were made as long ago as 1853, and which clearly show th© nature of the country 
J[n this vicinity, 



168 INTERNATIONAL AMERICAN CONFERENCE. 

The surveys for the Nicaragua Canal have covered the territory in the western part 
of the State of Nicaragua, and these show to' the country be very favorable for rail- 
way building. ^ 

Here again there is a large proportion of the population in the cities of Leon, Ma- 
nagua, Granada, Rivas, etc. The Nicaragua Railway having a general direction 
parallel to the coast may be used in the through line. At the Goascoran, the line 
will be about at sea-level and little change in elevation will be required from this 
point almost to the Isthmus of Panama. 

Crossing the Goascoran, the line will skirt the Gulf of Fonseca, passing through 
the State of Honduras, the town of Choluteca, crossing the Rio Negro, and thence to 
the nearest point, Chiuandega, of the Nicaragua Railway. The distance through 
Honduras will be about 90 miles to Chinandega, or about 120 miles from San Miguel. 
The Nicaraguan Railway consists of two sections, 58 miles and 32 miles each in length, 
communication between them being carried on by a line of steam-boats on Lake 
Managua, but they could easily be united by a line of railway. About 45 miles only 
of the first section can be used in the through line from Chiuandega to Momotombo, 
From Granada, the southern terminus of the Nicaragua Railway, the Intercontinental 
line would then follow the shores of Lake Nicaragua to the city of Rivas (or Nica- 
ragua), 150 miles from Chinandega, and still following the lake would cross the 
frontier line of Costa Rica. 

Here the question arises as to whether the Pacific or the Atlantic slope should be 
followed. It is reported that a syndicate has been formed to build a line from Jimenez, 
on the Costa Rica Railway, northwestward to the mouth of the San Carlos River, 
and that the concession has been granted by the government. A concession has been 
granted very recently for another line from Esparta northwestward to the Nicaragua 
boundary. The general line may take either of these : the Atlantic or the Pacific coast 
being followed to the isthmus, or the Pacific coast to Esparta, thence across the State 
by the line now almost completed to Matina and from there south along the Atlantic 
coast. -^ 

While the latter would pass through the most populous region, it would be longer 
than either of the others, and the grades of the Costa Rica Railway are heavy. The 
distance from the northern to the southern boundary is the same by either of the 
other routes, but it is believed that the Atlantic slope is richer both in agricultural 
and mineral productions, and hence would no doubt be better for the through line. 
From the Nicaragua boundary the line would reach the nearest point of the San Carlos 
line, thence to Jimenez on the Costa Rica Railway, thence to Matina, and southward 
along the coast. From the southern terminus of the Nicaraguan Railway to Jimenez 
is about 210 miles, of which about 75 miles will be along the San Carlos line. From 
Jimenez to Matina is about 33 miles, andfrom Matina, to the frontier about 130 miles. 

Thus to carry commxinication through Central America from the City of Mexico 
reqiiires aboat 1,700 miles of railway, of which 293 miles are already constructed and 
in operation, 780 miles are under construction and survey, and 625 remain still to be 
located. The figures for the line through the interior are slightly different, but in 
each case they can only be approximate on account of the inaccuracy of the maps. 
Few surveys have been made, and those are confined to some route proposed for a 
railway or a canal. 

The elevations, as has been said, from San Miguel in Salvador, all the way to the 
southern boundary of Costa Rica, do not change much, and hence the grades will 
probably be light. There are a number of rivers, but it is believed that none of them 
would require long or expensive bridges. Tbe engineer's estimates for the Costa Rica 
Railway were |;37,500 per mile, and this in the difficult part; hence the average cost 
of the International line from the City of Mexico through Central America would 
probably be no greater. The traffic which it would reach would undoubtedly be re- 
munerative, for all tihese countries are very iricti bQfcb i.a agriQulturtU wad igjlnerftl 
resonxoes. 



INTERNATIONAL AMERICAN CONFERENCE. 169 

By a glauce at tlie map of South America it will be seen that its railways lie npon 
the outer border, with the exception perhaps of the projected line around the rapida 
of the Madeira River. In the south the railways of Chili, Argentine, Uruguay and 
Paraguay, and Brazil are already so united, or soon to be united, as to form great 
systems. Lines also have been projected in Peru and Bolivia which will eventually 
unite with those south of them, carrying rail communication as far north asCuzco, in 
Peru, about 2,189 miles from Buenos Ayres. North of this little has been done that 
will be of use in the Intercontinental line. 

Taking up the line at the boundary of Costa Rica, it must from there traverse the 
Isthmus of Pc'tnama to reach the commerce of the southern continent. Very little is 
known of the topography of the isthmus beyond a few miles on either side of the 
routes surveyed for interoceanic canals. However, these indicate that grades need 
not be difficult — although the experience of the Panama Railroad would show that 
there are many other difficulties to be overcome. The important point in this local- 
ity is, therefore, the saving of distance. The line, beginning on the north side, will 
at some convenient point cross to the south side, thence by the shortest distance to 
Quibdo, or some other convenient point in Colombia. Surveys may show that it is 
better to follow the north side of the isthmus. In any case the road must be built in 
the foot-hills to avoid the numerous water-courses and the low and marshy lands. 

Having reached the Continent, there are several general routes open for choice, 
which for convenience will be called : 

(1) The coast. 

(2) The eastern slope of the Andes. 

(3) The interior. 

(4) The central plateau. 

No, 1. The Andes in the north approach very near to the Pacific ; the coast, except 
in the south, is thinly inhabitatod, and is not the productive area of the continent, 
and hence would be unfavorable, except perhaps from the city of Guayaquil in Ecua- 
dor southward. Even upon this part there are objections to the selection of this 
route because of the proximity of water transportation and because the central pla- 
teau and the eastern slopes of the Andes are the populous and fertile regions of this 
portion of the continent. Yet it will be noticed that the Chilian railways form an 
almost unbroken line for 1,500 miles, and that Peru has numerous short lines which 
might be united. The coast line would be beneficial when these countries become 
more thickly settled and better developed. 

No. 2. The line may be carried to the eastern slopes of the Andes and thence 
southward, but it would traverse a country without roads and with few inhabitants — 
a country thickly covered with forests and crossed by many streams, along which 
communication is maintained to the foot of the Cordilleras from which trails lead 
to the plateau. While this line would pass through a rich country where trafllo 
might possibly be developed, yet difficulties of construction or even of location seem 
to be such as to render it almost impossible. If the line, however, is so located it 
should follow the dividing line of two water-sheds, cross the Amazon, and then take 
its course toward the northernmost point of the systems of the countries to the south, 
most likely Cuzco or Cerro de Pasco in Peru. At the latter of these there is a pass in 
the Cordillera through which traffic passes to reach the head of navigation in the 
Amazon. The line would thus descend from an elevation of about 12,000 feet in 
Colombia to 400 feet on the Amazon and ascend again to about 11,000 feet at Cerro de 
Pasco or Cuzco. 

No. 3. The interior route, on account of the immense breadth of the rivers, theii' 
number, the density of the forests, and the lack of population, is almost out of the 
question. While this country is undoubtedly very fertile it is almost entirely un- 
known; but when it becomes known and more thickly settled this route would be 
valuable, because it reaches in the shortest distance the populated regions of th« 
southeast. 

la 



170 INTERNATIONAL AMERICAN CONFERENCE. 

No. 4. There remains, then, the route by the central plateau, against which fewer 
objections seem to exist than against any of the others. It would reach throughout 
its length the most thickly settled portion of the continent ; it would reach all its 
mineral wealth and connect with nearly all the railways so far projected, and besides 
there are but a few points where great difficulty would be found in the location. One 
of these has already been mentioned, near Popayan in Colombia ; another is between 
Pasto and Ibarra in Ecuador, and another near Loja in Ecuador, all caused by lat- 
eral ridges of the Andes. One of these might be avoided by crossing the Cordillera 
in Ecuador to Macas, thence south along the eastern slope to Moyobamba, and 
thence to Cerro de Pasco. 

The line through Colombia may foUow two routes : The valley of the Cauca or the 
valley of the Magdalena. The Cauca Valley is more fertile and thickly inhabited, 
and being nearer to the Isthmus will require less construction than the interconti- 
nental line. It may, however, be deemed desirable to reach Bogota, the capital, 
which might be done by a branch, the main line being carried along the Cauca. A 
branch might also be extended to Venezuela. The Antioquia Railway, already partly 
constructed, could be used as part of it. The Cauca Valley is spoken of more favora- 
bly by Colombians than the Magdalena, although lines to Bogota have been projected 
and a French syndicate is endeavoring to obtain a concession for this. Whichever 
valley is followed, a portion of Colombia is reached about which very little is known. 
The old Spanish road extends from Popayan, at the head of the Cauca, southward 
along the central plateau, but nothing is known about the country southward from 
the Magdalena across the Cordilleras. This is one difficult portion of the proposed 
line, and how difficult it is impossible to estimate. 

The line may then be described as follows : Leaving Quibdo in Colombia, the Cauca 
Valley would be entered at the first available opening in the Cordillera, and would 
be followed with an ascending grade to Buga, Cartage and Popayan ; then, crossing 
the lateral ridge, enter the plateau proper, passing through Pasto and Ibarra to 
Quito. A railway has been projected to this point from Sibambe, 150 miles south, to 
which point the line from Guayaquil is now being constructed. From Sibambe the 
through line may go to Cuenca and Loja, thence into Peru and the valley of the Mar- 
anon, and to Cerro de Pasco, where it will meet the line projected from Oroya. From 
some point on this line a branch is projected to Jauja, from which the Intercontinental 
Railway will go by the best route to Cuzco, where it will join the Mollendo, Axequipa 
and Puno Railway, of which a portion only has been constructed. When completed 
this line may be taken to Puno, from whence another line has been projected to La 
Paz in Bolivia. The portion of the Puno road referred to is about 92 miles in length. 
From La Paz a line is projected to Oruro and Huanchaca, from which point the pro- 
jected line goes in two directions — one towards Antofagaeta, the other southward to 
meet the Argentine line from Jujuy. Thelinefrom Antofagasta is iiuder construction 
towards Huanchaca and the greater portion is built. The line from Jujuy is now 
within 1*20 miles of the Bolivian frontier. 

The distances can be only approximately determined, except in the southern part. 
By measurement upon the maps I have obtained the following : From the front- 
ier of Costa Rica through Quibdo the Cauca Valley and Popayan to Quito is about 
985 miles; from Quito to Cerro de Pasco is about 805 miles; from Cerro de Pasco 
to Cuzco is about 350 miles ; from Cuzco to Puno is 272 miles, Puno to La Paz 162. 
La Paz to Potosi 342, Potosi to Jujuy 420, Jujuy to Buenos Ayres 993, or from Cuzco 
to Buenos Ayres 2,189 miles. 

From Cuzco in Peru to the railways of Costa Rica, about 2,300 miles, is the one 
long link which the Intercontinental line will be called upon to construct, for 
from Cuzco south to Buenos Ayres or Valparaiso it will be seen that railways are 
already built or projected. 

The general elevation will be about 7,000 or 8,000 feet above the level of the 
•ea. It rises in the Cauca Valley to perhaps 14,000 feet, sinks again in Ecuador, 



INTERNATIONAL AMERICAN CONFERENCE. 171 

rising to pass the lateral sierras, reaches its lowest level at the Maianon, aud rises 
again to reach the great table-land of Bolivia. 

To sum up : From the southern terminus of the railways in operation in Mexico 
to the northern terminus of the Argentine system is about 4,900 miles. In this 
distance there are already constructed about 230 miles which can be used in the 
through line, 1,800 miles are under construction and survey, aud there remain 2,870 
miles to be located in order to complete the line that will eventually unite the 
republics of the Western Hemisphere. 

A more accurate statement of the location can not be made from present knowledge 
of the subject. Surveys are necessary ; general, in order to give a msxe complete idea 
of the topography, and particular for the exact location of the line. Much of the 
country to be traversed is unknown ; of the rest but few surveys have been under- 
taken. 

A branch line has been projected in Bolivia from Oruro to Cochabamba. Aline 
has been projected from Santa Cruz to the Paraguay. If these are built with a con- 
nection between Cochabamba and Santa Cruz, the commerce of Paraguay and Brazil 
will be reached. The line from the Paraguay is to go to Sucre, and might be extended 
to Potosi and Uyuni, joining at that point the Bolivian railways. 

The route by the central plateau touches a number of transaudine lines: The 
Cauca Railway, in Colombia, from Buenaventura to Call, partly completed ; the rail- 
way in Ecuador from Guayaquil to Sibambe, soon to be completed ; the Oroya and 
Arequipa lines in Peru, now complete ; and the Antofagasta and the Valparaiso lines, 
approaching completion. 

Another route for the intercontinental line deserves mention. The Brazilian rail- 
ways cover, more or less, the eastern coast of the continent. If these were joined 
aud carried northward they would approach the Amazon. The Venezuelan lines are 
being connected with each other and are projected toward the interior. The Orinoco 
and the Amazon then form the only barrier between the railways of Venezuela and 
those of Brazil, but one which may almost be considered impassable. 



SURVEYS. 



It was atated that the information relating to the topography of the Spanish Amer- 
ican countries is very limited. This ia true of all these countries with perhaps on© 
or two exceptions. Much of their area is unexplored, and few general surveys have 
ever been undertaken. Maps of each country are i^uhlished, hut they are on small 
scales, they differ greatly among themselves, and few are reliable, as the records of 
travelers show. A far better idea of the topography is obtained by reading books 
of travel ; even this information is to be taken cautiously unless the writer is accus- 
tomed to accurate observation, consequently only general ideas can be formed of this 
portion of the Western Hemisphere. 

The exceptions are where surveys have been undertaken for some particular pur- 
pose as a railway or interoceanic canal. It may be safely said of these, however, 
that little is known beyond ten miles on either side of the canal or railway line, and 
especially is this true of the canal lines, where the object was not a topographical 
BurveJ'', but merely the finding of a single line, which might be used for a canal. 
Some parts of these countries are inhabited by Indian tribes hostile to foreigners, 
other parts are sterile and bleak thus discouraging travel. 

The lack of topographical information may be supplied by general surveys. This 
is done in the older and more thickly settled countries in various ways. 

ORGANIZATIONS,* 

In Great Britain the survey is called the ordnance survey, and is carried on by 
officers of the royal engineers, Lieut. Gen. Sir Henry James having been for many 
years at its head. December 31, 1874, there were employed on it 19 officers of royal 
engineers ; 4 companies of royal engineers containing 121 non-commissioned officers, 
24.3 sappers and 8 buglers, 1,000 civil assistants of different grades, and 448 laborers. 

In Prussia the trigonometrical, topographical, and chartographical work is in- 
trusted to the staff corps of the army, while the geodetic work in connection with the 
"European measurement of degrees" is in charge of the Geodetic Institute, whose 
head is Lieut. Gen. J. J. Baeyer. In 1875, 43 staff officers were employed on the sur- 
vey, together with a large number of gunners, civil assistants, and laborers. 

In Austria, the survey of the empire is intrusted to the Military Geographical In- 
stitu'.e, an organization which has a general at its head and is under the war depart- 
ment. Its members are officers, military officials, civil assistants, non-commissioned 
officers, and workmen. In 1875, it employed 1,258 persons, of whom 283 were army 
officers varying in rank from lieutenant to major-general. 

In Italy, the surveys, prior to 1873, were carried on by officers of the staff corps 
under the chief of staff ; but then the survey was given a more independent organ- 
ization under the title of " Military Topographical Institute." Its present director 
is Major-General de Vecchi. 

In Spain, the surveys are controlled by the Geographical Statistical Institute, with 
Major-General Ibanez at its head, and are largely carried on by officers of the army. 
In 1871 there were about thirty geodetic and topographical parties employed. 

In Switzerland the Surveys are under the direction of Colonel Siegfried, chief of 
staff of the army. 

In Sweden, the geodetic and topographic survey is carried on by the officers of the 
general staff of the array. Its head is the chief of the topographical division, at 
present Colonel von Vegesack. 

* Kcport cf th» Chiof of Bnginoer^ TJ. S. Arraj tor 1876, p. 127. 
172 



INTERNATIONAL AMERICAN CONFERENCE. 173 

In Russia, the military topographical corps is charged with surveys. Its organ- 
ization is: 6 generals; 33 majors, lieutenant-colonels, and colonels; 150 comets, lieu- 
tenants, and captains; 170 classed topographers; 236 topographers, of sergeant's 
rank ; 42 apprentices. 

The main divisions of the work of a European state survey are usually three, the 
triangulation, the topography, and the chartography. When it is practicable, the tri- 
angulation precedes the topography, and includes the primary, secondary, and ter- 
tiary triangulations and their computations. 

If the triangulation points thus determined are numerous, as in the Prussian sur- 
Teys, additional triangulation by the topographer will not be needed ; when, as in 
Austria, comparatively few points are determined, the topographer will have to base 
on them a smaller triangulation for his detailed work. 

The topographers having been furnished with the positions of certain points within 
the area to be covered by one of their topographical sheets, make a survey of that 
area, whose amount of detail will depend on the scale or object of the survey. Their 
work includes the determination of the required level-curves. 

The topographers' sheets go to the chartographic division, whence they are either 
reproduced on the same scale or reduced to a smaller scale, and the maps resulting 
from them are published. 

METHODS. 

It is only within the present century that the methods of geodetic and topographic 
Burveying for large areas have reached high precision. Previously the chief spur to 
the production of accurate maps was their necessity for military purposes. In some 
states progress beyond this need has scarcely been made as yet, and the maps give no 
more detail than is needed for the movement of troops; in others, and notably in 
Great Britain and Germany, the progress in civilization, the needs of the govern- 
ment, and the dense population, have required and have obtained the adoption of 
systems of topographical survey and publication, which are sufficient for all rational 
demands. 

Aside from the military uses of maps, uses that in Europe must long be among the 
most important, the increasing intelligence of man in civilized countries demands an 
accurate knowledge of the earth's surface in his vicinity ; a surface that, while 
slightly modified by tis acti n upon it, yet retains the same principal features fi om 
age to age, so that one good survey, with slight occasional corrections, will suffice 
for an indefinite period. 

Where the survey is on a large scale it serves another purpose, by giving, with 
sufficient accuracy for the imposition of taxes, the areas of all estates, and may, in- 
deed, be made a basis for land titles. This, however, requires a larger scale than is 
necessary for ordinary purposes. In England, such maps, called parish plans, are 
on a scale of Tj-gW- Id many European states, cadastral surveys have been made fre- 
quently without connection with a topographical survey, their object being the 
proper apportionment of land-taxes. 

Again, wlien an accurate survey of a country is made, it will aid in the prelimi- 
nary examinations for works of engineering, such as railroads, canals, river improve- 
ments, although no general survey could properly give the detail necessary for the 
final location or construction of such works. 

In nearly all tlie European states the area over which the survey extends is covered 
by a net or chains of triaugles of large size, the lengths of whose sides vary from 10 
to 100 miles, and depend on bases measured with the highest precision that it is prac- 
ticable to reach ; their probable errors not exceeding about ^rnnnnr part of their lengths. 
In some states all the angles of this net are observed with extreme precision, so that 
the probable error of any angle shall not exceed a few tenths of a second ; in others, 
as in Italy and Spain, certain chains of triangles, 100 or 200 miles apart, running north 
and south and east and west, thus forming large quadrilaterals, are observed with 
the greatest precision, the intermediate triangles receiving less care. At the vertices 
of several of the triangles accurate determinations of latitude and longitude are made, 
and the azimuth of a triangle side is determined. The heights of the ground above 
the level of the sea at all vertices are found either by leveliugs of precision, or trigo- 
nometricaily. The positions of these vertices are thus accurately known in latitude, 
longitude, and elevation ; thoy are the precise reference points on which all the in- 
ferior points depend. 

Starting from the triangle sides of the primary triangulation, the interior of each 
such triangle is cut up into a smaller triangulation, called secondary, and the sec- 
ondary triangles, if necessary, into still smaller ones, called tertiary. The vertices of 
the tertiary triangulation are the guiding points of tho topographer; on them he 
bases his sheets. 

Thus, in Austria two or three such points at least are required for every sheet cov- 
ering 7i minntes of latitude and 15 of longitude, on a scale of-rshrvi with one or two 



174 INTERNATIONAL AMERICAN CONFERENCE. 

additioual ones on tlie sheet, but perhaps outside of the border. This gives one point 
for eacli 00 square kilometer (24 square miles.) 

In the Prussian surveys 10 trigonometrical points are required for each 56 square 
kilometers ('22 square miles), scale of detail sheets T^ g^oo . 

In Italy the scale used being sirhmsj one trigonometrical point is determined for every 
25 square kilometers (10 square miles). 

The heights of these points are also determined and given to the topographer, who 
bases on them his level or contour curves. 

The determination of points on which the topographical survey depends has now 
been explained. If possible, those determinations should be made in advance of the 
topographical work. Where that is impossible the topographer must leave perma- 
nent marks in prominent positions, which are afterward determined from the triangu- 
lation. 

On the Continent the topographical work is done mainly with the plane table, the 
amount of detail introduced depending on the scale adopted. Thus, in Prnssia, 
where the scale of the plane-table sheets is i^lo c all necessary detail can be given. 
Roads, paths, mills, detached houses, important fences, streams, ponds, forests, 
bridges, mines — all can be shown. When the scale is diminished to saioo , as in 
Italy, a part of this detail irmst be omitted, and still more when the scale of publica- 
tion is diminished, as in Sweden, to -nroWff- 

In all the best modern surveys, even when hachures are used to give pictorial 
effect, the relief of the earth's surface is shown by level or contour lines, at eleva- 
tions differing with the precision of the survey. 

In the Prussian sheets, scale -rshrsf the level curves are 20 or 25 feet apart in ele- 
vation. TheJ^wiss sheets, scale -^hrsj give them 10 meters apart. In the Austrian 
snrveys at least eight heights are determined in each square kilometer for the scale 
Tshn^i and seventeen for the double scale. The level curves are drawn at either 20 
or 100 meters apart. 

In the publication of the results of surveys, the scale mlao f adopted by Prussia 
throughout, and by Switzerland, except for the most mountainous area, appears suf- 
ficient for all ordinary purposes. It permits the measurement of distances to within 15 
feet. It gives much more detail than the scale of ^3^3-6^, at first adopted for the British 
maps ; and their map now being published on a scale of 6 inches to the mile, or -nrs^Tj. 
while not large enough to give well the boundaries of estates, yet requires six times as 
many sheets as the scale ^towv would do. 

The scale zshoo furnishes also an admirable basis for detailed geological work, en- 
abling the geologist at once to place on maps of sufficient detail the results of his labors, 
as is being done in Prussia. Indeed, the general topographical and geological maps 
of that country now iu progress present to us a standard of excellence which can only 
be attained after many years. 

The detailed sheets need combination for general use into maps of a smaller scale. 
General Dufour adopted tWot5T7 for his excellent map of Switzerland, ami the same 
scale is adopted for the general staff map of Prussia, derived from the g g i', (■, a sheets. 

In reference to the cost of these snrveys per square mile, save iu the case of Prus- 
sia, there is little information. In that country there are about 200 square Prussian 
miles (4,380 square miles) covered annually by triangnlation, costing |78,000 gold. 
The topography covers the same area per annum, and, with cartography, costs !|117,000, 
gold, per annum. Dividing the total expense, $195,000 gold, by 4,380, we have $44, 
gold, per square mile as the cost ot the survey, exclusive of topography done by con- 
tract at the rate of 700 or 800 francs per square stuude, or $16 to $18, gold, per square 
English mile. The cost of triaugulation, revision, and publication would have to be 
added to this. Half the cost of the new Swiss survey is borne by the Confederation 
and half by the cantons. 

Publication ou the scale of the field-sheets only takes place when some society or 
person agrees to bear half the expense. Austria expends annually about $490,000 for 
her surveys, but the area covered is not known. It is stated that in the Austrian 
snrveys an officer experienced in topography can, with the aid of two or more sol- 
diers, survey iu the six summer months, on a zshoo scale, from 350 to 500 square kilo- 
meters (140 to 190 square miles), drawing the same in colors during the winter. 

Schiavoui, in Principii di Geodcsia, states that a topographer in six months can 
complete 81 square kilometers, the scale being 777^577. The wide difterence in those 
estimates is doubtless due in part to difference m precision of the work, although the 
scales are nearly the same. 

A writer in the North American Review of July, 1875, estimates the total cost of 
the ordnance survey of Groat Britain up to that date at about $20,000,000, iu gold, 
and the area at 111,000 square miles. This would give a cost of $190 per square mile, 
the work not yet being complete. It should be remembered tliat it includes many 
publications on scales larger than ^^irff- 

Taking the Prussian survey as a model, and recollecting that the cost, $44 per 
■quare mile, previously stated, does not include the pay of officers, nor (probably) 



INTERNATIONAL AMERICAN CONFERENCE. 175 

the cost of the Geodetic lustitutc, which has charge of the primary triangulation and 
astronomical work, these two omissions, perhaps, increasing the cost of the work to 
$60 or $65, it is very doubtful if similar work in this country, on account of the 
greater cost of labor, both skilled and unskilled, could be done for less than flOO 
gold per square mile. 

If a lower standard of accuracy were adopted, such as determination of but one 
triangulation-point in 25 or 50 square miles, level curves 100 feet apart, field- sheets 
on a scale of goioo ) ^'^d published maps on a scale of ioo^ooo > t^e cost might perhaps 
be reduced to |50, gold, per square mile. For level, thickly settled areas, with nu- 
merous telegraph lines, the cost of the first and less precise maps might be further re- 
duced by substituting astronomical for trigonometrical determinations of the guid- 
ing points. But when at last good topographical work was to be done, trigonometri- 
cal points would still be necessary. 

To supply the information necessary for the location of an intercontinental line by 
any of these methods would take a great length of time. It must be done more 
quickly and for the definite purpose of railway location. 

In several of the South Americ'an countries the government engineers, or engineers 
employed especially for the purpose, have surveyed lines between all the important 
points in the State, which are to be used if railways are ever built. 

Even this method does not supply sufficient information, for there must be unity 
of action between the engineers of the several States, or else engineering parties must 
be sent out for the especial purpose of making the surveys for international and 
intercontinental lines. 

It could not be considered extraordinary for any one country to undertake this 
survey, although an agreement between the interested nations with a sharing of the 
expenses would no doubt be a better plan. 

The United States has always encouraged expeditions and explorations, whose 
object was either to increase scientific knowledge or to promote its trade with other 
countries. It has fitted out many to make surveys and explorations in other coun- 
tries and for other scientific purposes. The following are a few of the more note- 
worthy instances : 

In 1834 Charles Biddle was sent to Central America as a special agent to investi- 
gate plans, estimates, etc., for an interoceanic canal. 

Act of Congress May 14, 1836, authorized the President to send out a surveying and 
exploring expedition to the Pacific Ocean and the South Seas, and appropriated 
$150,000 for expenses. This expedition was commanded by Commodore Wilkes. 

President Pierce, in 1853, authorized the Secretary of the Navy to send Lieut. Isaac 
Strain to make surveys of a canal route by way of Nicaragua. Expenses were paid 
by the Navy Department. 

In 1853 Lieutenants Gibbon and Herndon, U. S. Navy, made exploration of the 
Amazon River to its sources. 

In 1853-'54-'55-'56 Commander Thomas G. Page, U. S. Navy, made explorations of 
the La Plata River. 

Act of Congress March 3, 1857, appropriated $25,000 and authorized the Secretaries 
of War and Navy to employ such officers of the Army and Navy as might be neces- 
sary to make explorations for a ship-canal by way of the Atrato and Turando Rivers. 
The survey was made by Lieut. N. Michler, of the Army, and Lieut. T. A. Craven, of 
the Navy. 

In 1860 Congress appointed a committee of Army and Navy officers to examine the 
Chiriqui route for a canal. 

Act of Congress April 17, 1866, directed a survey, under the Secretary of the Navy, 
of Behring Straits and the China Seas, for the benefit of American shipping. 

Act of Congress July 28, 1866, appropriated $40,000 for a survey of the Isthmus of 
Darien, under ^he War Department. 

Act of Con'gress July 12, 1870, directed the President to send an expedition toward 
the North Pole for scientific objects, under instructions from the National Academy 
of Sciences, and appropriated $50,000 for the expenses. 

Act of Congress July 15, 1870, appropriated $30,000 for an examination and survey, 



176 INTERNATIONAL AMERICAN CONFERENCE. 

under the directioa of the president of the Tehauntepec and Nicaragaa routes, to 
ascertain the practicability of canals. 

Act of Congress, May 18, 1872, appropriated $20,000 for the completion of the sur- 
veys of the Tehauntepec and Nicaragua routes, and $5,000 to complete the survey of 
the Darien route. Under the acts of 1870 and 1872 a number of surveys were made 
by th'e Navy Department. 

A commission composed of General Humphreys, Mr. C. P. Patterson, of the Coast 
Survey, and Commodore Ammen, of the Navy, was appointed March 13, 1872, to re- 
port upon the results of these surveys. 

Acts of Congress, March 13, 1849, March 3, 1853, May 31, 1854, August 4, 1854, ap- 
propriated in all 1444,200 for surveys by army engineers for the Pacific railroads in 
the United States. 

Acts of Congress appropriated money for Arctic explorations made under De Haven, 
De Long, Franklin, and Greely. 

An Antarctic expedition was sent out either by the Navy Department or under a 
special appropriation. 



RAILWAY GAUGES. 



Tlio Belection of a gauge for the Intercontinental line is not so unimportant a 
matter as it would seem. 

In the United States there is but one great narrow-gauge system, the Denver and 
Rio Grande Railway, and it is rumored that this may be converted to standard gauge. 
A large loan has recently been obtained by the Mexican National Railway for the 
purpose of changing it to standard gauge. In Mexico the greater portion of the mile- 
age is 4 feet 8i inches ; in Central America it is 3 feet, or slightly greater ; in South 
America most of the Argentine railways have a gauge of 5 feet 6 inches ; those of Bra- 
zil 1 meter, or 3 feet 3f inches ; in Chili it varies from 2 feet 6 inches to 5 feet 6 inches ; 
in Colombia most of the roads are 3 feet ; and in Peru 4 feet 8^ inches. 

From a comprehensive review of the history and development of the railway 
gauges of the world the following particulars in regard to the gauges of the world 
are extracted. It was agreed in England about 1H48 that a uniform gauge 4 feet 8^ 
inches should be used on all roads, except those already served by 7-foot gauge. The 
first German road, from Nuremberg to Furth, was built with 4 feet 8^ inches gauge, 
which is now used by all the principal roads of Germany, although there is a very 
considerable mileage of narrower gauges, mainly 1 meter, or 3 feet .3f inches. France 
started her roads with a width between rail centers of 4 feet 11 inches, which has 
led to some slight variations of gauges according to rail width. The later roads 
nave been built with a gauge of 4 feet 8| inches. Holland began with a 6 foot 4 
inch gauge, but has now altered all its roads to 4 feet 8^ inches. The railroad con- 
gress at Berne, in May, 1886, adopted the following resolution, which is to apply to 
Germany, Austria-Hungary, France, Italy, and Switzerland: "The gauge of: rail- 
roads measured between the inner edges of the rail heads shall, for roads built or 
altered as to gauge after this resolution takes effect, not bo less than 4 feet 8| inches 
on straight lines, nor more than 4 feet 9f inches on curves." 

In Russia the first road opened, in 1832, from St. Petersburg to Zarskoe-Selo, about 
16 miles, had a 6-foot gauge. When the second road was made, in 1842, from St. 
Petersburg to Moscow, the Czar, at the instance of our countryman, Major Whistler, 
fixed the Russian gauge at 5 feet, which increase over the English gauge was thought 
desirable for locomotive purposes. Major Whistler thought as wide a gauge un- 
called for. The 5-foot gauge has continued the standard in Russia ; but that it is 
not made different from the German gauge for military reasons seems to be proved 
by the fact, instanced by Herr Claus, that the lines built under imperial direction 
from Warsaw to Vienna and from Warsaw to Bromberg — the Berlin line— were 
carried out with the German gauge. 

Ireland has a standard gauge of 5 feet 3 inches ; Spain and Portugal, .5 feet 6i inches. 
Sweden and Norway have the 4-foot 8i-inch gauge over the majority of their rail- 
roads ; but 20 per cent, of the Swedish roads have gauges varying from 2 feet 7^ 
inches up to 4 feet. Norway has 592 kilos of standard gauge, and 970 kilos of 3 feet 
6 inch gauge. 

In Asia, of the British-Indian roads, with a collective length of 12,360 miles, about 
7,450 miles have a gauge of 5 feet 5f inches, the remainder being divided among 6 
ganges from 2 to 4 feet. Of the narrow gauges, the most prevalent, embracing 4,200 
miles, is the meter, 3 feet 3f inches. The Ceylon railways have the standard Indian 
gauge. The Russian Trans-Caspian lines have the Russian standard gauge of 5 feet. 
In Asia Minor, the line Mudania Brussa has a gauge of 3 feet 7^ inches. Tlie island 
of Java has 449 miles of 3 foot 6 inch gauge, and 126 miles with 4-foot 8i-iuch. 

In Japan, with the exception of an 8-miIe piece, begun in 1885, with a gauge of 2 
feet 9 inches, ail the roads have a 3-foot 6-inch gauge. 

In Africa, the Egyptian railroads, amounting to 932 miles, are of the 4 feet 8^ inch 
gauge. Algiers and Tunis, with 1,203 miles in 1884, had th« 4 foot 8i-inch standard 

S. Ex. 125—12 * ^ 177 



178 ' INTERNATIONAL AMERICAN CONPERENCS. 

on all except 155 miles, which had a 3- foot 7^inch gauge. The English Cape Colony 
had in 1885 1,522 miles, all of 3-foot 6-inch gauge. 

In America, apart from the comparatively small mileage of the United States roads 
with 3-foot gauge, practically the whole of the United States and Canadian railways 
are of 4 feet 8^^ inches to 4 feet 9 inches. In Mexico, in 1884, 2,083 miles were 4 feet 8^ 
inches, and 944 3-feet gauge. In Brazil, at the end of 1884, there were 869 miles of 5 
feet 3 inches gauge, and 4, 164 miles of various gauges between 2 feet and 4 feet 7 inches 
over 3,700 miles, being 1 meter, or 3 feet 3f inches. So that this may be considered 
the standard gauge of Brazil. 

In Australia the different colonies, rather singularly, have different gauges, that of 
New South Wales being 4 feet 8^ inches ; Victoria, 5 feet 3 inches ; South Australia, 
5 feet 3 inches and 3 feet 6 inches, and the other colonies 3 feet 6 inches. 

The total mileage in operation in the world at the end of 1885 was 303, '^48 miles. 
Of this length 74 per cent, were of the 4 feet 8^ inches to 4 feet 9 inches ; 12 per cent, 
had larger gauges, and 14 per cent, smaller. (Engineering News, December 8, 1888.) 



METAL RAIL W^ AY TIES. 



A point of great importance is the material of tlie ties, whicli should possess hard- 
ness, stiffness, and durability. In Central and South America the climate causes 
wood to deteriorate very rapidly, and again in certain parts of these countries it will 
probably be difficult to get suitable wood. One writer states that in Guatemala anta 
ate the wooden ties very rapidly. The usefulness of metal ties is appreciated already 
by the railway builders in Mexico and South America, as the following article from 
the Engineering News will show : 

METAL RAILWAY TIES. 

The following is the substance of a preliminary report made to the Department of 
Agriculture in February, 1889, by Mr. E. E. Russell Tratman, giving the present ex- 
tent of use of iron ties throughout the world. It gives in concise form very complete 
information on this subject. 



SOUTH AMERICA, 

Argentine Republic. — In this State, cast-iron pot ties are used almost exclusively, 
except in the far west and north. The Buenos Ayres Great Southern Railway, which 
began operations in 1865, has 13f miles of double track and 819^ miles of single track 
laid with cast-iron ties of an improved design. They are adopted on account of the 
difficulty of procuring good hard-wood ties in sufficient quantity and the greater ex- 
pense of these wooden ties , also because they give a more rigid and satisfactory 
track. The Central Argentine Railway has 246 miles laid with cast-iron track. The 
Santa F^ and Cordoba Railway ordered 20,000 steel ties in England in 1888. 

Chili. — Steel ties have been tried to a small extent, but the type was considered too 
heavy and expensive. Previous to the award in November last, to an American 
syndicate, of the contract for building about 780 miles of railway for the State, pro- 
posals had been invited by the Chilian legation in France for the supply of 739,400 
metal ties 9 feet long and 725,100 ties 4^ feet long. 

United States of Colombia. — There has been some talk of adopting metal ties on the 
Bolivar Railway. 

MEXICO. 

The Mexican Railway (Vera Cruz line) is using a large number of steel ties of the 
type in general use in India, audhas obtained very good results with them, especially 
at times when the road has been flooded. These ties were first used in 1884, and at 
the end of June, 1888, there were 46J miles of track laid with steel ties. The Mexi- 
can Central Railway has been contemplating the adoption ©f the same type of tie on 
the mountain division of the road, the advantages being that they last longer than 
wooden ties and keep the track in perfect gauge. 

As a fact of interest I have extracted from a table in Engineering News the follow- 
ing: 

On the Pennsylvania Railroad, in 1887, the average tons in loads of freight trains 
was 207; the average charge f©r transporting 1 ton 1 mile was .67 of a cent; the 
percentage of operating expenses to earnings was 63 ; the percentage of traffic ex- 
penses (coaching and merchandiso) to total operating expenses was 35 ; the aver- 
age cost of transporting 1 ton 1 mile was .426 of a cent ; tlie average cost of trans- 
porting 1 ton 1 mile, deducting all "traffic expenses" (coaching and merchandise) 
on all roads, ,277 of a cent ; average cost of train mile, freight and passenger, waa 
85.37 cents. 

179 



180 



INTERNATIONAL AMEKICAS CONJ'ERENCIS. 



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CERTAIN HEIGHTS DETERMINED BY THE 
FRENCH EXPEDITION. 



Locality. 



Tactic 

Coban 

San Cristobal 

San Mignel TJspantan... 

Cnnen 

Sacapnlaa 

Santa Crnz del Gruiche.- 

Qaezaltenango 

Totonicapan 

SoloU 

Gnatemala City 

Antigua 

Ciadad Vieja 

Escuintla 

Amatitlan 

PaMn 

Cuajiniqnilapa 

Cerro Redondo 

Los Esclavos 

Agna Blanca 

Sucliitan 

Santa Catarina (Rio) 

Retaliiuleii 

Salama 

Col dePinula 

Tray Janes 

Lac de los Pinos 

Santa Caterina (Pueblo) 

Esqaipnlas 

Paso del Rodeo 

Los Horcones 

Piedra de Amolas 



Feet. 
4,725 
4,356 
4,643 
6,040 
5,942 
3,826 
6,621 
7,697 
8,150 
7,041 
5,013 
5,072 
5,151 
1,450 
3,901 
3,753 
2,S48 
3,542 
2,304 
2 658 
4,108 
2,251 
775 
2,874 
6,300 
5,537 
3,274 
2,325 
2,986 
2,744 
3,637 
2,340 



Locality. 



Copan 

Yado Hondo 

Chiqninnila 

Zacapa 

Pacaya 

Volcan de Agua 

Volcan de Agua (Santa Maria) . . 
"Volcan de Agua (Crater bottom) 

Volcan de Faego 

Volcan de Fuego (la Meseta) 

Acatenango 

Volcan de Atitlan 

Cerro de Atitlan 

Cerro Quemado 

Santa Maria 

Lago de Atitlan 

Lago de Amatitlan 

Lago de San Cristobal 

Lago de Ayarza 

Jalpatagiia 

Rio Paz 

Apaneca 

Ahuachapan 

Sonsonate 

Santa Tecla 

San Salvador 

Cojutepeque 

San Vicente 

Rio Lempa (Barca) 

Chinameca 

San Miguel 

La Union 



San Jose 

Cartago 

Heredia 

Alajuela 

190 



3,868 
4,930 
3,786 
3,001 



Height. 



Feet. 

1,830 

1, :i37 

1,244 

449 

8,36G 

12, 313 

6,828 

12,087 

13, 127 

12, 001 

13, 618 
11, 723 
11,723 
10, 201 
11, 453 

5,112 
3,918 
4,643 
3,100 
1,904 

908 
4,864 

907 

650 
2,980 
2,201 
2,940 
1,175 
10 
2,000 

363 
06 



HRTCJHTS IN NICARAGUA. 




110 




148 








HEIGHTS or COSTA RICA. 



Atenas ... 
San Mateo 
Esparta... 



2,380 

1,050 

718 



INTERNATIONAL AMERICAN CONFERENCE. 



191 



HEIGHTS IN SOUTH AMERICA. 



Medelltn 

Antioquia 

Cartago 

Baga 

Caucaat Bug* 

Popayan 

Pnrace 

Tuquerres 

Bogota 

Piedras 

Tocaima 

Ibagn6 

Palmilla 

Gallegos 

Balsa 

Honda 

Paramo of Quindio 

Ney va 

La Plata — 

Call 

Caaca at CaU 

Las Papas 

Point near Pasto . . 

Ibarra 

Quito 

Caenca 

•laen 

Loja , 

Cerro de Pasco 

Tarma 

Gazco 



5,085 

1,888 

3,197 

3,281 

2,957 

5,810 

8,732 

9,968 

8,725 

775 

1,806 

4,475 

6,864 

8, 775 

4,620 

719 

11, 496 

2,511 

4,227 

3,537 

3,278 

14,272 

6,488 

7,500 

9,520 

8,640 

1,491 

6,768 

13, 673 

10, 075 

11,445 



San Itafael 

Hnanuco 

JaUaca 

Pnno 

La Paz 

Potosi — 

Qnaranda 

Arenal 

Ambato 

Tacunga 

TinpuUo 

PanecUla 

Riobamba 

Tablon 

Papallacta 

Baeza 

Archidona 

Napo 

Mouth of Napo 

Coca 

Mouth Agnarico 

Moyobamba 

Chachapoyas 

Tinga Maria 

Negro and Cassiquiari 

Mouth Mamore 

Tabatinga 

Nauta 

Month Ucayali 

Iquitos 

Cajamarca 



8,764 

6,300 

13, 025 

12, 962 

12, 226 

13,330 

S,840 

14,250 

8,490 

9,181 

11, 662 

10, 101 

9,200 

10, 516 

10, 511 

6,625 

2,115 

1,450 

385 

850 

586 

1,043 

7,682 

2,200 

400 

800 

255 

436 

376 

350 

9,438 



GREATEST HEIGHTS FOUND ON CANAL SURVEYS. 



Tehauntepec, 780 feet, by Barnard's map. 

Nicaragua Canal, 156 ; summit is 46 feet above Lake Nicaragua. 

From Baily's map of Nicaragua, on which there are laid down several lines for 
canals, the following heights are obtained: Sapoa trial line, 258 feet ; Brito line, 202 
feet, Managua Realejo line, 212 feet; Lake Managua to Gulf of Fonseca probably 55 
feet above the lake. 

Panama: Garella's line, 459.2 feet, via Rio Gigante, Rio Grande, Rio Chagres. 

Panama Railroad : Colonel Hughes, in Admiral Davis's report, 239 feet. 

Darien: Savari and Morti Rivers, by Gisborne, 1854, 1,020 feet. 

Darien, via Atrato, Turando, Michler, 900 feet. 

Honduras Interoceanic Railroad, in Squier's book of same name, via Rancho, Chi- 
quita Pass, 2,408 feet; Guajoca, 2,308 feet; Tambla, 1,944 feet; Lamani, 2,016 feet; 
Nicaragua, Pim, and Leeman, via rioter Tule and Rama, highest, 700 feet. This is 
east of Nicaragua. 



TABLE OF DISTANCES. 



FROM POINTS IN THE UinTED STATES TO POINTS IN MEXICO. 

Miles. 

Ne^r York to St Louis 1,065 

New York to New Orleans 1,338 

St. Louis to El Paso 1,359 

St. Louis to Eagle Pass 1,098 

St Louis to Laredo 1,196 

St Louis to New Orleans 700 

New Orleans to El Paso 1,158 

New Orleans to Eagle Pass 745 

New Orleans to Laredo 731 

New York, via St. Louis, to El Paso 2,424 

New York, via St. Louis, to Eagle Pass 2,163 

New York, via St. Louis, to Laredo 2,261 

New York, via New Orleans, to El Paso 2,496 

New York, via New Orleans, to Eagle Pass 2,083 

New York, via New Orleans, to Laredo 2,069 

San Francisco to El Paso, via Southern Pacific 1,286 

ElPasotoCity of Mexico .=„ 1,224 

Eagle Pass to City of Mexico 1,091 

Laredo to City of Mexico 839 

Eagle Pass to Torreon 384 

New York, via St. Louis and El Paso, to City of Mexico 3,648 

New York, via St. Louis and Eagle Pass, to City of Mexico 3,254 

New York, via St. Louis and Laredo, to City of Mexico 3,100 

New York, via New Orleans and El Paso, to City of Mexico 3,720 

New York, via New Orleans and Eagle Pass, to City of Mexico 3,174 

New York, via New Orleans and Laredo, to City of Mexico 2,908 

San Francisco via El Paso to City of Mexico 2.510 

ChicagotoCity of Mexico, via El Paso 2,866 

Chicago to City of Mexico, via Eagle PaSs 2,471 

Chicago to Cily of Mexico, via Laredo 2, 155 

St, Louis to City of Mexico, via El Paso ' 2, 584 

St Louis to City of Mexico, via Eagle Pass .• 2,189 

St. Louis to City of Mexico, via Laredo 1,823 

Kansas City to City of Mexico, via El Paso 2,398 

Kansas City to City of Mexico, via Eagle Pass 2,080 

Kansas City to City of Mexico, via Laredo 1,714 

Chicago to New Orleans 915 

Corpus Christ! to Laredo 161 

Ck>rpn8 ChristitoCity of Mexico 1,000 

FROM POINTS IN MEXICO TO POINTS IN CENTRAL AMERICA. 

Mexico City to Vera Cruz 263 

Mexico City to Alvarado 297 

Mexico City to Tehuacan 183 

Mexico City to Oaxaca 350 

Mexico City to Acapulco 290 

MftxiooCityto San Bias Wl 

Mexico City to Morelia 222 

Mexico City toPerote „„ 237 

192 



INTERNATIONAL AMERICAN CONFERENCE. 193 

ICUes. 

3l!oiitcT»y to Aounbuo ^ ~i~ '• •• 478 

Aoambaro to Mi^wTATinia ........................................................................ 350 

BsBson to Gaaymas ...• ......^ 353 

Minatitlan to T«hiuuitopeo 136 

Oaxaoa to Tehnantepee 173 

Tehaantopeo to TonaU 130 

Tonala to Tapaohnla 115 

Tapachnla to Betalhalea 55 

Mexico Oazaca to Santa Ana 992 

Alvarado to Minatitlan... 110 

Minatitlan to San Cristobal 200 

San Cristobal to Coban 160 

San Cristobal to Goatomala City 206 

FEOM POINTS IN CBNTEAL AMERICA TO POINTS IN SOUTH AMERICA. 

Coban to Santo Tomas 140 

Santo Tomas to Troxillo 

Retalhnleu to Quezaltenango 40 

Retalhnlen to Eseointla 65 

Escnintla to Santa Ana ^ 

Escnintla to boundary (Rio Paz) 58 

Escnintla to Sonsonate 80' 

Santa Ana to San Salvador 35 

Sonsonate to SanMignel (by coast) '. 115 

Sonsonate to La ITnion (by coast) 138 

San Miguel to GroasGoran 30 

La Union to Goascoran 30 

San Miguel to Chinandega - 120 

Chinandega to Riyas 147 

RivastoMatina 200 

Guatemala City to Santa Ana i. 100 

Guatemala City to Tejntla 80 

Tejutla to Chalatenango 30 

Tejutlato Cojutepeque 42 

Tejutla to San Miguel 126 

San Vicente to Chalat«nango 31 

Goascoran to Cboluteca 40 

Cboluteca to Chinandega 47 

Cboluteca to boundary ; 10 

Cbinandegato Momotombo 45 

Chinandega to Managua 75 

Managua to Granada 32 

Granada to Eivap 40 

Rivas to boundary of Nicaragua and Costa Rica 20 

Boundary of Nicaragua and Costa Rica toMatina (Colton's) - 180 

Matina to boundary of Costa Rica and Colombia 130 

Matina to Panama 290 

Matina to Aspinwall • 275 

Panama to a point 7° north 77° west 250 

Aspinwall to a point 70 north 770 ■vrest 300 

DISTANCES MEASURED BY THE FRENCH EXPEDITION (ALONG THE ROADS). 

Qnezaltenango to Totonlcapan 15 

Totonicapan to Solola 32 

Solola, Guatemala City 71 

Guatemala City to LosEsclaTos 40 

Los Esclavoa to Jalpatagua 31 

Jalpatagua to Ahuaohapan 29 

Ahuachapan to Apaneoa — 9 

Apaneca to Nahnizaloo 12 

Nahuizalco to Sonsonate 9 

San Salvador to Cojutepeque 26 

Cojutepeque to San Ticente 19 

gan Vicente to San Miguel 65 

San Miguel to La Union .._ .......^ 33 

S. Ex. 125 13 * 



194 



INTERNATIONAL AMERICAN CONFERENCE. 



DISTANCES IN SOUTH AMERICA. 

BlUes. 

Point 70 north 77° -west to Quibdo 96 

Qnibdo to Cartage 80 

Cartago to Popayan 160 

Popayan to Quito 240 

Quito to Cuenoa 205 

Quito to Riobaml)a 105 

Cuenca to Alausi 55 

Cuencato Cerro de Pasco 600 

Cerro de Pasco to Cazco 350 

Cuzco to Jujuy 1,331 

Jtijuy to Tucuman 220 

Tucumanto Buenos AjT?es - -- 773 

Buenos Ayres to "Valparaiso 870 

Cartago to Buga 60 

BugatoCali 35 

Cali to Popayan - 65 

Popayan to Pasto HO 

Pasto to Quito 132 

Kiobamba to Macas - - 9® 

Macas to Moyobamba 250 

Moyobamba to Cuzco 640 

Moyobamba to Cerro de Pasco -- 370 

Point 7° north 77° west to Antioquia 80 

Antioquia to MedeUin --• 45 

MedeUin to Honda - - - M 

Medellin to Cartago - 106 

Honda to Bogota IW 

Honda to Neyva 150 

Honda to Cartago - 115 

Neyva to La Plata.. 50 

La Plata to Popayan - • 52 

Popayan to Nauta or Oran 610 

La Plata to Nauta or Oran ' 600 

Popayan to Moyobamba 585 

La Plata to Moyobamba -• 605 

Nautato Cnzoo • --• 650 

Oran to Cuzco 690 

Nautato Quito .' 485 

Neyva to Moyobamba 660 

DISTANCES GIVEN BY CORTES "BOLIVIA." 



Potosi. 



Santa 
Cruz. 



Oruro. 



La Paz. 



Cocha- 
bamba. 



Sncre 

Potosi 

Santa Cruz . . 

Ornro , 

La Paz 

Cochabamba . 



Miles. 
87 



459 
195 
342 
282 



Milet. 
372 
459 

'"480 

627 

87 



Mileg. 
225 
195 
480 



Miles. 

30 

342 

87 

282 



147 
357 



123 



Miles. 
195 
282 
357 
123 
270 



FROM CHURCH'S "ROUTE TO BOLIVIA." 

Miles. 

Jujuy to Potosi 420 

Jujuy to Cochabamba - 717 

Jujuy to Ornro 616 

Jujuy to La Paz • 762 

Jujuy to Roaario 836 

Rosarioto Buenoa Ayre« -• 240 

Curumba to Santa Cruz 670 



INTERNATIONAL AMERICAN CONFERENCE. 195 

FEOM OIJHBR AUTHORITIES. 

Miles. 

Iqnitos to Naata 78 

BTauta to Sarayacu 248 

Sarayacn to Tierra Blanca 49 

Naata to Tierra Blanoa 198 

Cerrode Paacoto Hnanuco 79 

Cerro de Pasco to Tanna -i •. ... 85 

Cerro de Pasco to Janja 117.2 

Cajamarca to Chachapoyas 183 

Cuzco to Puno 272 

FnnotoLaPaz 162 

Jaiyato Tarma 34 

Total lengtli of Patumayo in a straight line about 600 miles. 

Raimondi says that the usual length of the legua is about 5 kilometers (varas 5983) 
or 3.1 mile*. 



LIST OF BOOKS. 



GENERAL. 



1. Trade and Transportation between the United States and Spanish America. By 

William Eleroy Curtis. Washington, 1889. 

2. Poor's Manual of Kailroads, 1889. 

3. Statesman's Year Book, 1889. 

4. Reports of United States Consuls, 1887-'88-'89. Published in Washington, D. 

C, by the Bureau of Statistics. State Department. 

5. Reports of the South American Commission. Washington, D. C, 1886. 

6. Around and About South America. Prank Vincent. Nevr York, 1890. 

7. Three Americas Railway. Helper. 

8. Spanish American Manual. San Francisco, 1889. 

9. Capitals of Spanish America. Curtis. New York, 1888. 

10. Atlas of the World. ZelL 

MEXICO. 

11. The Republic and its Railways. Robert Gorsuch. Horsford & Sons, New York. 

12. Appleton's Guide to Mexico. New York, 1883. 

13. Scribner's Guide to Mexico. New York, 1890. 

14. Hamilton's Mexican Hand Book. Boston, 1883. 

15. The Isthmus of Tehuantepec. J.J.Williams. New York, 1852. 

16. Tehuantepec Ship Canal Surrey, 1871. R. W. Shufeldt, U. S. Navy. Washing- 

ton, D. C, 1872. 

17. Voyage sur L'Isthme de Tehuantepec dans I'etat de Chiapas et la Republique de 

Guatemala. Paris, 1861. 

18. Mexico of To-day. Solomon Bulkeley Griffin. New York, 1886. 

19. The Republic of Mexico in 1882. Castro. New York, 1882. 

20. Travels in Mexico. T. A. Ober. Boston, 1884. 

21. Guide to Mexico. Zaremba. Chicago, 1883. 

CENTRAL AMERICA. 

22. Notes on Central America. E. G. Squier. 

23. States of Central America. E. G. Squier, 1858. 

24. Central and South America. H. W. Bates, 1878. 

25. Central America. John BaUy. London, 1850. 

26. Geografica de Centre America. Toledo. Guatemala, 1874. 

27. A Winter in Central America. Helen J. Sanborn. Boston, 1886. 

28. History of Central America to 1887. Bancroft. 

29. Travels in Central America. J. L. Stephens, New York, 1841. 

30. Report on Interoceanic Canals. Admiral Davis. Washington, 1867. 

31. Message of President about Canals. Senate Ex. Doc. 112, Forty-sixth Congress, 

second session. 
196 



INTERNATIONAL AMERICAN CONFERENCE. 197 

32. Report of United States Canal Commission. Washington, 1872. 

33. Narrative of an Official Visit to Guatemala from Mexico. By G. A. Thompson. 

London, 1829. 

34. Gaatemala ; the Land of the Qaetzal. W. T. Brigham. New York, 1887. 

35. Mission Scientifique an Mexique et dans L'Amerique Central. Geologie. Voyage 

Geologique dans les RepubUques de Guatemala et de Salvador. Par Mr. A. 
Dollfus et De Mont Serrat. Paris, 1868. 

36. Report on the Problem of Interoceanio Commuaication by way of American Isth- 

mus. Sullivan. Washington, D. C, 1883. 

37. Report on Interoceanio Canals. United States Expedition of 1875. Atrato and 

Doguado, Washington, D. C, 1879. 

38. Honduras Interoceanio Railway. E. G. Squier, 1857. 

39. Honduras. Squier. London, 1870. 

40. Explorations in Honduras. Wells, 1857. 

41. Nicaragua. Squier. New York, 1852. 

42. Nicaragua, Jottings on the Roadside. Pim & Leeman, London, 1869. 

43. Expeditions of 1872-73. Senate Ex. Doc. 57, Forty-third Congress, first session, 

Washington, D. C, 1874. 

44. Walker's Expedition to Nicaragua. W. M. Wells, New York, 1856. 

45. Costa Rica and Her Future. By Paul Biolly. Translated by Cecil Charles. 

Washington, D. C, 1889. 

46. Apuntamientos sobre la Geografica fisica de la Republica del Salvador. Guzman. 

San Salvador, 1883. 

47. The Republic of Costa Rica. Joaquin P. Calvo. Chicago, 1890. 

SOUTH AMERICA. 

48. Report on Atrato River Survey. Michler. Senate, Doc, second session Thirty- 

sixth Congress, volume 7. Washington, D. C, 1861. 

49. Colombia. Walker. London, 1822. 

50. Voyage dans la Republique de Colombia. Mollien. Paris, 1825. 

51. Colombia, Geografia General Fisica y Politicade los Estados Unidos de Colombia. 

Perez. Bogota, 1883. 

52. Physical Geography of New Granada. By General F. C. de Mosquera. New 

York. F. Dwight, 1853. 

53. The Isthmus of Panama. Bid well. London, 1865. 

54. Statistical Annnary of the United States of Venezuela. Caracas, 1889. Edition 

concluded on July 1, 1889, contains map. 

55. Documentos Referentes a la Reunion de la Segunda Asamblea General Ordinaria 

de la Compania en Comandita por Acciones. R. March & Ca. Maracaibo, 
1888. 

56. Cartera Del Ingeniero empleado en la Construccion de Ferrocarriles en Terrenoa 

MontanoBOS por Jesus Mnnoz Tebar, Ingeniero, Caracas, 1887. This book gives 
a table of altitudes of many points in Venezuela, and much other valuable in- 
formation. 

57. Venezuela. Eastwick. London. 1868. 

58. Gtoografla de la Republica del Ecuador. New York, 1858. Villavicencio. 

59. The Andes and the Amazon. Jas. Orton. New York, 1871, with map. 

60. Travels in Peru. Markham. London. 1862. 

61. Cazco, Lima, and Pern. Markham. London. 1856. 

62. Amazon Provinces of Peru. Guillaume. London. Wyman «& Sous, 1888. 

63. Journey from Lima to Para across Andes and down Amazon. Smith & Lowe, 

London, 1836. 

64. Travels in South America from the Pacific Ocean to the Atlantic Ocean . Marcoy. 

London, 1875, 



198 INTERNATIONAL AMERICAN CONFERENCE. 

65. Los Ferrocarriles del Pern. Lima, 1876. 

66. El Peru, Raimondi, Lima, 3 volumes, 1874-1876-1879. Contains map of Peru on 

scale of 1 inch, to about 70 miles. 

67. Geografia del Peru. Paz Soldan. Paris, 1862. 

68. Diccionario Geografia Estadistico del Peru. Paz Soldan. Lima, 1877. 

69. Geology and Physical Geography of Brazil. Ch. Fred. Hartt. Boston, 1870, with 

map. 

70. Explorations of the Valley of the Amazon. Gibhon & Herndon. Washington, 

1853. 

71. Brazil. Its Provinces and Chief Cities. Scully. London, 1868. 

72. The Route to Bolivia via the River Amazon. George Earl Church. London, 1877, 

with map of Bolivia, scale 100 miles to the inch. 

73. Bolivia. Jos4> Domingo Cortez. Paris, 1875. 

74. Chili. The United States Naval Astronomical Expedition, 1849-'52, Lieut. J. M. 

Gillis. House Ex. Doc. No. 121, Thirty-third Congress, first session. 

75. Republica Oriental del Uruguay, Sistemo de Ferro Carriles. Mapa de la Repub- 

lica. Contains map showing railways and telegraphs, presented with delegate's 
report. 

76. Uruguay Anuario Estadistico de la Republica Oriental del Uruguay Ano, 1887. 

Montevideo, 1888. 

77. Argentine. Message of the President of the Republic on opening the session of 

Congress, May, 1888. Buenos Ayres, 1888. 

78. Argentine Republic Geografia de la Republica. Argentina Buenos Aires, 1888. 

Contains several good maps. 

79. La Plata, the Argentine Confederation and Paraguay. Commander Thos. G. Page 

New York, 1859. 

80. Le Paraguay. Dr. E. De Bourgade la Dardye. Paris, 1889, with map of Para- 

guay. "^ 

SURVEYS. 

81. Report upon the Third International Geographical Congress at Venice, Italy, by 

George M. Wheeler. Washington, D. C, 1885. 

82. Report of the Secretary of War, 1876, vol. 2, part 3. Notes on European Surveys. 

83. The Economic Theory of Railway Location, by A. M. Wellington. New York, 

1889. 



LIST OF MAPS. 



1. Atlas of the World. Keith Johnson. London, 1877. Chart of South America 

Scale 1 : 8.989,200 or 141.875 miles to an inch. 

2. Atlas of the World. Stieler. South America. Scale 1 : 7,500,000— very good. 

3. Atlas of the World. A. Arrowsmith. London, 1811. Map of South America. Scale 

about 1 inch to 43 miles. 

4. Mexico, Carta General de la Eepublica Mesicana Formado par Antonio Garcias y 

Cubas, 186S. Scale 1 : 2,362,000 topographical. 

5. Mexico. Carta General de los Estados Unidos Mexicanos, Manuel Fernandez, 

Mexico. Scale 1: 3,000,000. 

6. Mexico. Owen & Von Motz. 1882. 1 inch, equal to 30 miles. 

7. Mexico. Owen, 1884. Scale 1 inch, equal to 30 miles. 

8- Mexico. Railroad map in Castro's Republic of Mexico, 1882. Scale about 1 : 
3,000,000. 

9. Mexico. Nioux, Paris, 1873. Scale 1 : 3,000,000. Published in office of Chief of 

Engineers, U. S. Army. 

10. Mexico. Atlas of Garcias y Cabas. Mexico, 1858. 

11. Central America. JohnBaily, Edward Stanford. London, 1858. Scale 1 inch, 

equals about 35 miles. 

12. Central America. G. W. & C. B. Colton. New York, 1889. Scale : 1,705,000. 

13. Central America. Carta de los Estados de Centro America, Guatemala, 1862. 

Scale 1 : 2,000,000. 

14. Central America. H. Kiepert. Berlin, 1858, Scale 1 : 2,000,000. Has map of Sal- 

vador. Scale 1 : 1,000,000. 
15 Central America. Map compiled in office of Chief of Engineers, U. S. Army, 1889. 
Scale 1 : 1,250,000. 

16. Guatemala. Herman Au. Published by Charles Fuchs, Hamburgo, 1875. Scale 

1 inch, equal to 15 nautical miles. 

17. Guatemala. M. Sonnenstern, 1859. Scale about 1 : 672,000. G. Kraetzer, Lith 

East New York, Long Island. 

18. Guatemala. Carta de la Republica de'trazado por J. Gaverrete y Publicada por 

Machado Trigoyen y Ca, Paris. No date. Scale about 1 inch, equal to 10 
nautical miles. 

19. Honduras and Salvador, in Squier's notes on Central America, 1858. 

20. Salvador. Maximilian Sonnenstern, 1859. Scale 1 inch, equal to about 6 miles. 
81. Honduras. G. W. &, C. B. Colton. New York, 1886. Mapa de la Republica de 

Honduras por A. T. Byrne, C. E. Scale 1 : 1,000,000. 

22. Honduras. Map in Wells's Explorations in Honduras, 1857. 

23. Honduras. Interoceanic Railway, E. G. Squier, 1857. 

24. Honduras. Culler «& Gallup, Rand, McNally & Co., 1885. Scale 1 inch, equal to 

10 miles. 

25. Nicaragua. SeQor Ferman Ferrer. Published 1856 by A. H. Jocelyn. Scale 1 : 



1,000,000. 



199 



200 INTEENATiONAL AMERICAN CONFERENCE. 

26. Nicaiagna. Maximilian Sonuenstern, 1858. Scale about 1 : 710,000. 6. Kraet- 

zer, Lith. East New York, Long Island. Scale 1 inch, equal to 10 miles. 

27. Nicaragua. Scale 1: 4,000,000. In Senate Executive Document 57, Forty-third 

Congress, first session. Explorations of 1872, 1873. 

28. Nicaragua, in Squier's Nicaragua. 

29. Costa Eica. Luis Frederichsen in Hamburgo, 1876. Scale about 1 : 500,000. 

30. Costa Eica. Mapa de la Eepnblica de Costa Eica. For F. Montesdeoca, 1889. 

Published in Paris and issued in Biolley's "Costa Eica." 

31. Isthmus of Panama. Senate Executive Document No. 6, Forty-second Congress, 

second session. Shufeldt's Tehuantepec Survey, 1872. Scale 1 : 250,000. 

32. Isthmus of Darien. Scale 1 : 375,000 from Panama railroad to Gulf of Darien. 

Miscellaneous Document No. 113, Forty-second Congress, third session. Sel- 
fridge, Isthmus of Darien survey, 1870-'73. 

33. Isthmus San Bias, showing gulf of San Bias and Eio Bayano in same report. 

34. South America. G. "W. &, C. B. Colton, 1889. Scale 1 : 5,220,000. 

35. Colombia. Mollien's Travels. 

36. Colombia. Carta de la Eepublica de N. Granada, por T. C. de Mosquera. No date, 

Published 1853 by T. D wight, New York. F. Mayer, Lith., No. 93 William 
street. New York. Scale about 1 : 5,380,000. 

37. Venezuela. Mapa Fisico y Politico de los E. E. U. U. de Venezuela printed by 

National Government Caracas, 1889. Scale 1 inch to about 55 miles. Uses 
meridian of Caracas as origin of longitudes. 

38. Ecuador. Mapa del, por Santiago M. Basurgo, Ingeniero. G. W. & C. B. Colton, 

1884. Scale about 1 : 1,030,000. 

39. Peru. Mapa General del Peru. Paz Soldan. Published in Paris about 1865, in 

" Geografia del Peru." Scale about 1 : 3,253,000. 

40. Bolivia. Mapa de la Eepublica de Bolivia. Ondarzay Mujia. Published by J. 

H. Colton, New York, 1859. Scale about 1 : 1,570,000. 

41. Argentine Eepublic — ^in " Geografia del Eepublica Argentina." Buenos Ayres, 1888. 

Has several very good mapa. 

42. Argentine Eepublic, Atlas of. Published by Guillermo Kraft, Calle Eeconquista, 

No. 62. Buenoe Ayres, 1886 ; six plates. Province Cordoba. Scale 1: 1,000,000. 
Santa Cruz 1 : 2,000,000. Entre Eios 1 : 1,000,000. Buenos Ayres 1 : 1,000,000. 

43. Uruguay. London, 1889. Scale 1: 1,806,105. Presentedwithreport of delegate. 

Paraguay — in Bourgade La Dardye's Paraguay, 1889. Scale 1 : 1,000,000. 

44. La Plata Basin, based on Commander Page's work. 

45. United States. Prepared in office Chief of Engineers, U. S. Army, 1885. Scale 1 : 
5,000,000. 

46. Territory of United States west of the Mississippi Eiver. Prepared in the offio* 

of the Cliief of Engineers, U. S. Army, 1883. Scale 1 : 2,000,000. 



INDEX TO REPORT ON RAILWAY COMMUNICATION. 



Alagoas Railway ( Brazil) 158 

Americans preferred in Salvador 119 

American railway builders in Chili 144 

Andine Railway (Argentine Republic) 146 

Andrade, Job6, report on railways of Venezuela 81 

Angelo Chilian Nitrate and Railway Company 143 

Annual returns, traffic and prospects of railways in Peru 59 

Antioquia Railway (Colombia) 126 

Antofogasta Nitrate and Railway Company (Chili) 143 

Antofogasta and Aguas Blancos Railway Company (Chili) 143 

Antofogasta and Bolivian Railway Company (Chili) 143 

Aragon, Manuel, report on the railways of Costa Rica 34 

Arequipa, Puno, and Cuzco Railway (Peru) 137 

Argentine Northwest Railway 148 

Akgentine Rbpubuc : 

Acta relating to railways of 22 

Areas of (1887) 74 

Andine Railway 146 

Buenos Ayers and Ensenada Port Railway 146 

BahiaNueva Railway 146 

BahiaBlanca and Northwestern Railway 146 

Belgrano and Tigre Railway 146 

Buenos Ayres Great Southern Railway 146 

Buenos Ayres Northern Railway 146 

Buenos Ayres and Bahia Blanca Railway 147 

Buenos Ayres and Pacific Railway 147 

Buenos Ayres and Rosario Railway 147 

Campana Railway 147 

Central Argentine Railway 147 

Chilecito and Mejicano Railway 147 

Cordoba Central Railway 147 

Cordoba Southern Railway, Santa F^ 147 

Cordoba and Northwestern Railway 147 

Eastern Argentine Railway -. 147 

Entre Rios Central Railway 147 

Exports of (1889) 74 

Features of 145 

First Entre-Riano Railway 147 

Future of ^ 151 

Gk)ya and Lucero Railway 148 

Gran Chaco Austral Railway 148 

Imports of (1889) 74 

Imports of railways of 150 

Inter-Ooeanic Railway ...... .,,^,. ..,^,, ...... ....,,.,,,.. .,,.^,. 148 

1& 201 



202 INDEX 

Page. 
Argbntinb Republic— Continued. 

List of railways . — 154 

List of railways under construction 154 

Lugan Railway 148 

Mendoza and San Rafael Railway 148 

Miles of railway 74 

National Central Northern Railway 148 

Nandncito and Presidencia Railway 148 

Net earnings of railways of (1888) 16 

Northeastern Railway 146 

Northwest Argentine Railway 148 

Northwest Colonies Railway of Santa F6 148 

Patagones Railway 148 

Population of (1887) 74 

Posados Railway 148 

Railways of. 15 

Railways in process of construction (1889) 17 

Railway system of 151 

Rate of returns upon capital in railways of 16 

Reconquista Railway 148 

Report of South American commissioner on railways of 150 

Resistencia and Oran Railway 148 

San Antonio-Areco Railway 148 

San Cristobal and Tacuman Railway 148 

San Fernando Railway 148 

San Juan to Chumbicha Railway 148 

San Juan to Salta Railway - - 148 

San Rafael to 9 de Julio Railway 149 

Santa Rosa Railway 149 

Santa F6 and Cardoba Great Southern Railway 148 

Santa Rosa and Oran Railway 149 

Table of Railways 180 

Tinogasta and Andalgola Railway 149 

Villa Maria andRufino Railway 149 

ViUa Mercedes and Rioja Railway 149 

Western Railway of Buenos Ayres 149 

Western Railway of Santa F6 149 

Western and central colonies of Santa F6 Railway 149 

Arica andTacna Railway (Chili) 143 

BahiaNueva Railway (Argentine Republic) 146 

Bahia Blanca and Northwestern Railway (Argentine Republic) 146 

Bahia and Minas Railway (Brazil) 158 

Bahia and San Francisco Railway (Brazil) 158 

Bananal, Rio de Janeiro Railway 158 

Belgrano and Tigre Railway (Argentine Republic) 146 

Blaine, Secretary, letter of - 4 

Bolivia : 

Area of (1882) 74 

Distances from Church's "Route to Bolivia" 194 

Distances given by Cortes' Bolivia 194 

Exports of (1889) 74 

Imports of (1889) 74 

Miles of railway 74 

Population of (1885) 74 

Railways of 140 

Report on railways of ...• 19 



INDEX. 203 

Paga 
BoiiiviA— Continued. 

Table of railways 181 

Topographical features of 139 

Brazh.: 

Alagoas Bailway 158 

Areaof(1888) 74 

BaWa and Minas Railway 158 

Bahia and San Francisco Railway 158 

Bahia and San Francisco Railway extension 158 

BananalRio de Janeiro Railway 158 

Brazil Great Southern Railway 158 

Central Bahia Railway 158 

Campos andCarangola Railway 158 

Campanhia Bragantina Railway 158 

Campanhia Estrada de Ferro Mache e Campos 159 

Conde D'Eu Railway 159 

Corcorado Railway 159 

Dom Pedro Segundo Railway 159 

Donna Theresa Christiana Railway 159 

Estrada de Ferro Baturite Railway 159 

Estrada de Ferro de Cantagallo Railway 159 

Exports of (1889) 74 

Features of 157 

Great "Western of Brazil Railway 159 

Imperial Brazilian, Natal and Nova Cruz Railway 159 

Imports of (1889) 74 

Ituana Railway 159 

Leopoldina Bailway 159 

Madeira and Mamore Railway 159 

Miles of railway 74 

Minas Central Railway of Brazil 160 

Minas and Rio Railway 160 

Mogyanna Railway 160 

Oestede Minas Railway 161 

Para and Braganca Railway 160 

Paranagua and Caratiba Railway 160 

Paulo Alfonso Railway 160 

Population of (1887) 74 

Parto Alegre and New Hamburg Railway 160 

Projected railways in southern Brazil 161 

Railways in 157-165 

Railway system of 25 

Railways and steamships of southern Brazil 163 

Recife and Caruaru Railway. 160 

Recife and San Francisco Railway 160 

Recife and San Francisco Railway extension 160 

Report on railways of 25 

Biode Janeiro and Northern Railway 160 

Biode Ouro Railway 160 

San Paulo Brazilian Railway 161 

San Paulo and Rio de Janeiro Railway 161 

Santo Amaro Railway 161 

Santo Antonio de Padua Railway 161 

Sao Carlos de Perihal Railway 161 

Sobral Bailway 161 



204 INDEX. 

Page. 
Brazil. — Continued. 

Sorocabana Railway 161 

Southern Brazilian Rio Grande do Sul Railway 161 

Table of railways 181 

Taquary and Urnguayana Railway 161 

Unaio Valenciana Railway 161 

Western Railway of San Paulo 161 

Brazil Great Southern Railway 158 

British Guiana: 

Demarara Railway 165 

Table of railways 189 

British Honduras, railways projected in 119 

British North America, imports of merchandise into, from United States 75 

Buenos Ayrea Great Southern Railway (Argentine Republic) 146 

Buenos Ayres Northern Railway (Argentine Republic) 146 

Buenos Ayres and Bahia Blanca Railway (Argentine Republic) 147 

Buenos Ayres and Ensenada Port Railwaj^ (Argentine Republic) 146 

Buenos Ayres and Pacific Railway (Argentine Republic) 147 

Buenos Ayrea and Rosario Railway (Argentine Republic) 147 

Burrel & Valpy, Messrs. , M. M. Inst. C . E . , report on Paraguay Central Railway . 55 

Caamano, J. M. P., report on railroads of Ecuador 43 

Callao, Lima and Oroya Railway (Peru) 136 

Campana Railway (Argentine Republic) 147 

Campanhia Brogantina Railway (Brazil) 158 

Campanhia Estrada de Ferro Macahe 6 Campoa Railway (BrazU) 159 

Campos and Carangola RaUway (Brazil) , 158 

Canal surveys, greatest heights found on ..'. 191 

Cardenas Railway (Mexico) 99 

Carnegie, Andrew, report on railways of United States 62 

Carrigal and Cerro Blanco Railway (Chili) 143 

Costellanos, Jacinto, report on the railways of Salvador 61 

Cauca Railway (Colombia) 125 

Central America : 

Distances from points in, to points in South America 193 

Features of 104 

List of books on 196 

Railway system of 116 

Central Argentine Railway .- - 147 

Central Bahia RaUway (Brazil) 158 

Central Uruguay Northern Railway Extension Company 155 

Central Uruguay RaUway Company of Montevideo 154 

Champerico and Northern Railway (Guavemala) 105 

Characteristics of the people of Colombia 124 

Chilecito and Mejicana Railway (Argentine Republic) 147 

Chuj: 

American raUway builders in 144 

Angelo Chilian Nitrate and Railway Company 143 

Autofagaata Nitrate RaUway 143 

Autofagasta and Aguas Blancaa Railway 143 

Autofagaata and Bolivian RaUway 143 

Area of (1885) '. 74 

Aricaand Tocna Railway 143 

Carrizal and Cerro Blanca Railway 143 

Chilian locomotives 144 

pocjuimbo Railway 143 



IHDIX. 205 



CfilLl— Continued. 

CopiapoEailway...^-j .^.-** ..^^ ..^...^... ^ 142 

Elqui Railway * 144 

Exports of (1889) 74 

Extract from statistical and geographical synopsis of, relating to industry 

and public works 28 

Imports of (1889) 74 

Iquique Eailway 144 

Laraquete and Moquequa Eailway 144 

Mejillones, Del Sur and Cerro Gordo Eailway 144 

Miles of railway 74 

Movement of passengers, freight, and baggage (1887) 28 

North and South American Construction Company 141 

Patillos Eailway 144 

Pisagua Eailway 144 

Population of (1887) 74 

Private railway lines in operation 29 

Eailways bmlt and owned by 139 

Eailways in operation 28 

Eailway lines under constrtlction 29 

Eeport on railways of 27 

Table of railways 183 

Taltal Eailway 144 

Tongoy Eailway 144 

Chilian locomotives 144 

Chimbote, Huaraz, and Eequay Railway (Peru) 136 

Coal measures in Coahaila , 102 

Colombia : 

Antioquia Eailway 126 

Area of (1881) 74 

Cauca Eailway 125 

Characteristics of people 124 

Dorada Eailway 127 

Exports of (1889) : 74 

Gteogiaphical features of 122-124 

Imports of (1889) 74 

Jiradot Eailway 126 

Miles of railway 74 

Mines of 124 

Population of (1887) 74 

Railways in 123,124 

Eeport of railways of 31 

Table of railways 184 

Committee on railway communication, report of 11 

Conde D'Eu EaUway (Brazil) 159 

Contents, table of 9 

Continental Eailway of Mexico 95 

Coplapo Eailway (ChUi) 143 

Coquimbo Eailway (ChUi) 143 

Corcovado Eailway (Brazil) 159 

Cordoba Central Eailway (Argentine Republic) 147 

Cordoba Southern Eailway Santa F6 (Argentine Republic) 147 

Cordoba and Northwestern Railway (Argentine Republic) 147 

Cost of constructing railways in Costa Rica 42 

Cost of railway work done and projected in Pern 59 



206 INDEX. 

Page. 
Costa Bica : 

Areaof (1883) - 74 

Cost of constructing railways in 42 

Exports of (1889) 74 

Highways 114 

Heights in 190 

Imports of (1889) 74 

Map of 117 

Miles of railway 74 

Population of (1887) 74 

Project of a railway through the length of 40 

Kailways in 115 

Report on railways of 34 

Cruz, Fernando, report on the railways of Guatemala 47 

Davis, Henry G., report on the railways of United States 62 

Decoud, Jose S., report on the railways of Paraguay 54 

Demarara Railway (British Guiana) 165 

Distances : 

From points in Mexico to points in Central America 192 

From points in United States to points in Mexico 192 

Given by Cortes' "Bolivia" 194 

Given by Church's "Route to Bolivia" - 194 

In South America - 194 

Measured by the French expedition 193 

From points in Central America to points in South America 192 

Dom Pedro Segnndo Railway (Brazil) 159 

Donna Theresa Christina Railway (Brazil) 159 

Dorada Railway (Colombia) 127 

Eastern Argentine Railway 147 

Ecuador : 

Areaof (1883) 74 

• Exports of (1889) 74 

Features of 132 

Imports of (1889) 74 

Miles of railway 74 

Population of (1887) 74 

Railways of 133 

Railway projects in 134 

Report on railways of 43 

Table of railways 185 

Elqui Railway (Chili) 144 

Entre-Rios Central Railway (Argentine Republic) 147 

Estrada de Ferro de Cantagallo (Brazil) 159 

Eten and Ferronafe Railway (Peru) 136 

Explorations for Intercontinental Railway, authorized by United States 175 

Exports of Honduras 50 

Exports of merchandise, coin, and bullion from the United States to Mexico.. 76 

Facilities offered by the Government of Peru for railway work 60 

Features of— 

Argentine Republic 145 

BrazU 157 

Central America 104 

Ecuador 132 

South America 120 

Venezuela 127 



INDEX. 207 

Fage. 

Ferro Carril del Norte de Guatemala 105 

Ferro Carril del Hidalgo (Mexico) 99 

Ferro Carril de Monterey y Golfo (Mexico) 99 

First Entre-riano (Argentine Republic) - 147 

French expedition : 

Heights determined by 190 

Distances measured by 193 

Freight rates in United States - 66 

Future of Argentine Eepublio 151 

Guatemala : 

Area of (1888)... w 74 

Champerico and Northern Railway 105 

Exports of (1889) 74 

Ferro Carril del Norte de Guatemala 105 

Guatemala Central Railway 106 

Importsof (1889) 74 

Miles of railway 74 

Populationof (1887) 74 

Report on the railways of 47 

Table of railways 185 

Geographical features of Colombia 123-124 

Geographical features of Peru 134 

Goya and Lucero Railway (Argentine Republic) 148 

Grace bondholders, contract with Peru 138 

Gran Chaco Austral Railway (Argentine Republic) 148 

Grants to railways in United States -. 67 

Great Western of Brazil Railway 159 

Guatemala Central Railway 106 

Harrison, President, message of 3 

Heights, greatest, found on canal surreya 191 

Highways in Costa Rica 114 

Honduras: 

Areaof (1887) 74 

Exports of 50-74 

Honduras Interoceanic Railway 108 

Imports of 50-74 

Miles of railway 74 

Mining industry of 110 

Population of (1887) 74 

Railways in 107 

Report on the railways of 49 

Tables of railways 185 

Transportation in 109 

Interoceanic Railway 108 

Ilo andMoquegua Railway (Peru) 138 

Imposts : 

Of Honduras...- 50 

Of merchandise into British North America from United States (1850-'89). 75 
Of merchandise into the United States from British North America 

(1850-'89) 75 

Of merchandise, coin, and bullion into the United States from Mexico 

(1880-'89 76 

Imperial Brazilian, Natal and Nova Crua Railway 159 

Improyement of railways of Argentine Republic 149 



208 INDEX. 

Page. 

INTERCONTINBNTAL RAILWAY: 

What has been accomplished ^ 166 

Routes suggested 167-171 

City of Mexico starting point 166 

Surveys 172 

Organizations 172 

Method 173 

Explorations authorized by United States 175 

Interoceanic Railway of Acapulco and Vera Cmz (Mexico) 96 

Interoceanic Railway (Argentine Republic) 148 

Iquique Railway (Chili) : 144 

Ituana Railway (Brazil) 159 

Jiradot Railway (Colombia) 126 

Laraquete and Moquegna Railway (Chili) 144 

Leopaldina Railway (Brazil) 159 

Lima Ancon and Chancoy Railway (Peru) 136 

Lima and Magdalena Railway (Peru) 136 

Lima railways (Peru) 137 

List op Books : 

General 196 

On Mexico 196 

On Central America 196 

On South America 197 

Surveys 198 

List of maps 199 

List of railways in Argentine Republic 154 

List of railways under construction in Argentine Republic 154 

List of railways in Mexico 52 

Lugan Railway (Argentine Republic) 148 

Madeira and Mamore Railway (Brazil) 159 

Map of Costa Rica 117 

Matamoras and Matehuala Railway (Mexico) 100 

MejiUones, Del Sur and Cerro Gordo Railway (Chili) 144 

Mendoza and San Rafael Railway (Argentine Republic) 148 

Mesa of Salvador 118 

Metal railway ties 179 

Methods of work on the Intercontinental Railway 173 

Mexia, E. A., report on the railways of Mexico 52 

Mexican. Central Railway 90 

Mexican International Railway 93 

Mexican National Railway 91 

Mexican Railway 95 

Mexican Southern Railway 94 

Mexico: 

Areaof (1882) 74 

Cardenas Railway - 99 

Coal measures in Coahuila 102 

Continental Railway 95 

Distances from points in to points in Central America 192 

Exports of (1889) 74 

Exports of merchandise, coin, and bullion into the United States (1880-'89) 76 

Ferro Carril de Hidalgo 99 

Ferro Carril de Monterey y Golfo 99 

Ferro Carril Nacional deXehuacan & Esperenza , 99 

Imports of (1889) 74 



INDEX. 209 

Pas*- 
Mkxico — Continaed. 

Imports of merchandise, coin, and bullion from United States (1880-'89) .. 76 

Interoceanic Railway of Acapulco md Vera Cruz 96 

List of books on 196 

List of railways in 52 

Matamoras and Matehnala Railway 100 

Mexican Railway 95 

Mexican Central Railway 90 

Mexican International Railway 93 

Mexican National Railway 91 

Mexican Southern Railway 94 

Michoacan and Pacific Railway 100 

Miles of railway 74 

Nautla and San Marco Railway ;... 100 

Population of (1888) 74 

Puebla and Izucarde Matamoras Railway 100 

Railway franchise 95 

Railways in Yucatan 101 

Report on railways of 52 

Sinaloa and Duraugo Railway 100 

Sonora Railway 89 

Table of railways .- 186 

Tehauntepeo Railway 98 

Texas, Topolobampo and Pacific Railway (American and Mexican Pacific 

Railway) - 98 

Vera Cruz, Anton Lizardo and Alvarado Railway 100 

Michoacan and Pacific Railway - 100 

Midland Uruguay Railway 155 

Minas Central Railway of Brazil 160 

Minas and Rio Railway (Brazil) 160 

Mines of Colombia 134 

Mining industry of Honduras 109 

Mogyanna Railway (Brazil) 160 

Movement of passengers, freight, and baggage on railways in Chili (1887) 28 

Nauducito and Presidencia Railway (Argentine Republic) 148 

Nautla and San Marcas Railway (Mexico) 100 

National Central Northern Railway (Argentine Republic) 148 

Net earnings railways of Argentine Republic 16 

Nicaragua : 

Areaof (1883) 74 

Exports of (1889) 74 

Heights in 190 

Imports of (1889) 74 

Miles of railway 74 

Population of (1886) 74 

Railways in 113 

Table of railways 187 

Nin Alberto, report on railways of Uruguay - ---. 80 

North and South American Construction Company in Chili 141 

Northeastern Railway (Uruguay) 155 

Northern Colonies Railway of Santa F6 (Argentine Republic) 148 

Northern Railway and Tramway Company (Uruguay) 155 

Northern Railway (Uruguay) 154 

Northwestern Argentine Railway (Argentine Republic) 148 

Oeste de Minas Railway (Brazil) 161 

S. Ex. 126— —14 * 



210 INDEX. 

Page. 

Organization for Intercontinental Railway 172 

Pacasmoyo and Magdalena Eailway (Peru) 136 

Para and Braganca Railway (Brazil) 160 

Paraguay : 

Area of (1886) 74 

Exports of (1889) 74 

Imports of (1889) 74 

Miles of railway 74 

Population of (1886) 74 

Railways in 155 

Report on railways of 55 

Table of railways 187 

Paraguay Central Railway, report on 55 

Paraguay and Caratiba Railway (Brazil) 160 

Patagones Railway (Argentine Republic) 148 

Patillos Railway (Chili) 144 

Panlo Alfonso Railway (Brazil) 160 

Payta and Puira Railway (Peru) 135 

Pkru : 

Annual returns, traffic, and prospects of railways of 59 

Area of (1876) 74 

Arequipa, Puno and Cuzco Eailway 137 

Callao, Lima and Oroya Railway 136 

Chimbote, Huarez and Requay Railway 136 

Contract with the Grace bond-holders 138 

Cost of railway work done and projected 59 

Eten and Ferranafe Eailway 136 

Exports of (1889) 74 

Facilities offered by the Government of, for railway work 60 

Geographical features of 134 

Ilo and Moquegno Railway 138 

Imports of (1889) 74 

Inl887-'88 138 

Lima railways 137 

Lima, Ancon and Chancoy Railway 136 

Lima and Magdalena Railway 136 

Miles of railway - 74 

MoUendo and Arequipa Railway 137 

Pacasmoyo and Magdalena Railway 136 

Payta and Puira Railway 135 

Pimental Railway 135 

Pisco and lea Railway 137 

Population of (1884) 74 

, Railway data furnished by delegation 58 

Railways in operation -- 59 

Eeport on railways of — 58 

Salaverry andTrujillo Eailway 136 

Table of railways 187 

Peruvian delegation, railway data furnished by 58 

Pimental Railway (Peru) 135 

Pisco and lea Eailway (Peru) 137 

Pisagua Eailway (Chili) 144 

Porto Allegre and New Hamburgo Eailways (Brazil) 160 

Posados Eailway (Argentine Ee public) 148 

Private railway lines in operation in Chili 39 



INDEX. 211 

Page. 

Projected railways in Boathem Brazil 161 

Puebla and Izacar de Mata Moras Kailway (Mexico) 100 

Rail communication between the Three Americas 71 

Railway construction in the United States 70 

Railway construction in the United States as beariunj upon population, wealth, 

and development 78 

Railway franchise in Mexico 97 

Railway gauges 177 

Railway projects in Ecuador 134 

Railway summary of Venezuela (1889) 129 

Railway system of — 

Argentine Republic 151 

Brazil 25 

Central America 116 

United States 64 

Railway lines under contract and survey in Venezuela 128 

Railways : 

Built and owned by Chili 141 

In Argentine Republic (table) 180 

In Bolivia 140 

In Bolivia (table) 131 

In Brazil 157-164 

In Brazil (table) , 181 

In British Guiana (table) 189 

In Chili (table) 183 

In Colombia 123,124 

In Colombia (table) 184 

In construction in Venezuela ( 1887) 128 

In Costa Rica 115 

In Ecuador - - 133 

In Ecuador (table) 185 

In Guatemala (table) 185 

In Honduras l^'^ 

In Honduras (table) 185 

In Mexico (table) 186 

In Nicaragua 113 

In Nicaragua (table) 187 

In operation in Chili .- 28 

In operation in Peru - 59 

In Paraguay 155 

In Peru (table) 187 

In process of construction in the Argentine Republic (1889) 17 

In Salvador - 109 

In Salvador (table) 188 

In Uruguay 154 

In Uruguay (table) 188 

In Venezuela 129 

In Venezuela (table) 189 

In Yucatan 100 

Railways opened to traffic in Venezuela (1887) 128 

Railways and steam-ships of southern Brazil - 163 

Rates of return on capital in Argentine Republic railways 16 

Recife and Carnam Railway (Brazil) 1^0 

Recife and Sao Francisco Railway (Brazil ) 1^0 

Recife and Sao Francisco Railway extension (Brazil) 160 



212 2HBES. 

Beconqnista Railway (Argentine Hepablic). *.< .. <. 148 

Resisten cia and Oran Railway (Argentine Republic ) 148 

Rio de Janeiro and Northern Railway (Brazil) 160 

Rio de Ouro Railway (Brazil) 160 

Routes suggested for Inter-Continental Railway 167-171 

San Antonio-Areco Railway (Argentine Republic) 148 

San Cristobal and Tacuman Railway (Argentine Republic) 148 

San Fernando Railway (Argentine Republic) 148 

San Juan to Chumbicha Railway (Argentine Republic) 148 

San Juan to Salto Railway (Argentine Republic) ,. 148 

San Rafael to 9 de Julio Railway (Argentine Republic) 149 

San Paulo Brazilian Railway 161 

San Paulo and Rio Janeiro Railway (Brazil) 161 

Santa F^ and Cordoba Great Southern Railway (Argentine Republic) 148 

Santa Rosa Railway (Argentine Republic) 149 

Santa Rosa and Oran Railway (Argentine Republic) 149 

Santo Amero Railway (Brazil) .. 161 

Santo Antonio de Padua Railway (Brazil) 161 

Salaverry and Trujillo Railway (Peru) 136 

Salvador : 

Americans preferred 119 

Areaof (1888) 74 

Exports of (1889) 74 

Imports of (1889) 74 

Mesa of 118 

MUes of railway 74 

Railways in ^ 112 

Report on railways of : 61 

Population of (1887) 74 

Table of railways 188 

Wonders of the interior of. 118 

Sao Carlos de Pinhaf Railway (Brazil) 161 

Silva, Carlos Martinez, report on railways of Colombia 31 

Sinaloa and Durango Railway (Mexico) 100 

Sobral Railway (Brazil) 161 

Sonora Railway (Mexico) 89 

Sorocabana Railway (Brazil) 161 

South American Commissioner's report on railways of Argentine Republic' 150 

South America: 

Distances in 194 

Features of 120 

Heights in 191 

List of books on 197 

Southern Brazilian Rio Grande do sul Railway 161 

Starting point Inter-Continental Railway (City of Mexico) 166 

Summary of United States railway statistics 71 

Surveys, books on 198 

Surveys for Inter-Continental Railway 172 

Tables : 

Area Spanish American countries and United States 74 

Distances from Church's "Route to Bolivia" 194 

Distances given by Cortes " Bolivia" 194 

Distances in South America ...194, 195 

Distances measured by French expedition 193 

Distances, points in the United States to points iu Mexico ...... ...... .... 192 



INDEX. 213 

P»ge. 
Tables— Continued. 

Distances, points in Mexico to points in Central America : 192 

Distances, points in Central America to points in South America 193 

Exports, Spanish American countries and United States 74 

Heights determined by French expedition 190 

Heights in Nicaragua 190 

Heights in Costa Rica 190 

Heights in South America 191 

Imports of merchandise into British North America from the United States 

(1850-^89) 75 

Imports of Spanish- American countries and United States 74 

Im{>orts and exports of merchandise into and from the United States from 

and to Mexico, Central America, South America, and West Indies 

(1821-'89) 75 

Imports of merchandise into the United States from British North America 

(1850-'89) 75 

Imports and exports of merchandise, coin, and bullion into and from the 

United States from and to Mexico (1880-'89) 75 

Influence of railways on population, wealth, and production of United 

States 78 

Lines of railway built and owned by Chili 141 

Miles of railway in Spanish- American countries and United States 74 

Movement of passengers, freight, and baggage on railways in Chili (1887). 79 

Net earnings railways of Argentine Republic (1888) 16 

Popnlation Spanish- American countries and United States 74 

Private railway lines in operation in Chili 29 

Railway system of Brazil 25 

Railways in Argentine Republic 180 

Bolivia 181 

Brazil I81 

British Guiana I89 

Chili 183 

Colombia 123-184 

Ecuador I85 

Guatemala I85 

Hondnras 185 

Mexico 186 

Nicaragua I87 

Paraguay I87 

Peru 187 

Salvador 188 

Uruguay 188 

Venezuela.- 189 

operation in Chili..... 28 

process of construction of Argentine Republic (1889) 17 

Rate of returns on capital in Argentine Republic railways 16 

Taltal Railway (Chili) I44 

Toquary and Uruguayana Railway (Brazil) 161 

Tongoy Railway (Chili) I44 

Topographical features of Bolivia ^ I39 

Tehauntepeo Railway (Mexico) 98 

Texas, Topolobampo and Pacific Railway (American and Mexican Pacific 

Railway 98 

Thr§.e Americas, raU communication between ,......,.., , 71 



214 INDEX. 

Page. 

Tinogasta and Andalgala Railway (Argentine Republic) 149 

Transportation in Honduras 109 

Unaio Valenciana Railway (Brazil) 161 

United States: 

Area of 74 

Bearing of railway couBtruction upon population, wealth, and develop- 
ment of 78 

Distances from points in, to points in Mexico 192 

Exports of (1889) .' 74 

Exports of merchandise, coin, and bullion to Mexico (1880-*89) 76 

Freight rates - 66 

Grants to railways in 67 

Imports of (1889) 74 

Imports of merchandise, coin, and bulUcn from Mexico (1880-'89) 76 

Imports of merchandise from British North America (1850-'9) 75 

Railway construction in 70 

Railway system of 64 

Report on railways of 62 

Summary of railway statistics - 71 

Uruguay : 

Area of (1887) 74 

Central Uruguay Railway of Montevideo. 154 

Central Uruguay Northern Extension Company 155 

Exports of (1889) 74 

Imports of (1889) 74 

Midland Uruguay Railway 155 

Miles of railway 74 

North Eastern Railway 155 

Northern Railway 155 

Northern Railway and Tramway Company 155 

Population of (1887) 74 

Railways in 154 

Report on railways of 8G 

Table of railways 188 

Valente, J. G. do Amaral, report on railways of Brazil 25 

Vara8,Emilco C, report on railways of Chili 27 

Velarde, Juan Francisco, Chairman of Committee on Railway Communication, 

letter of 13 

Velarde, Juan Francisco, report on railways of Bolivia 19 

Venezuela : 

Areaof(l886) 74 

Exports of (1889) 74 

Features of 127 

Imports of (1889) 74 

Miles of railway 74 

Population of (1886) 74 

Railways in 129 

Railways in construction (1887) 128 

Railways open to traffic 128 

Railway summary (1889) 129 

Railways under contract and survey (1887) 128 

Report on railways of 81 

Table of railways 189 

Vera Cruz, Anton Lizardo and Alvarado Rail way (Mexico) 100 



INDEX. 215 

Page. 

Villa Maria and Rufino Railway (Argentine Republic) 149 

Villa Mercedes and Rioja Railway (Argentine Republic) 149 

Western Railway of Buenos Ayres (Argentine Republic) 149 

Western Railway of San Paulo (Brazil) 161 

Western Railway of Santa F6 (Argentine Republic) 149 

Western and Central Colonies of Santa F6 Railway (Argentine Republic) 149 

Wonders of the interior of Salvador 118 

Z^garra, F. C. C, report on the railways of Peru 58 

Zelaya, Jer6nimo, report on the railways of Honduras 49 

Zinn, Lieut. Q«orge A.^ letter of transmittal to Messrs. Davis and Carnegie ... 87 



61ST Congress, I SENATE. (Ex. Doc. 

1st Session. J \ No. 174. 



MESSAGE 

FKOM THE 



PRESIDENT OF THE UNITED STATES, 



TRAK8MITTING 



A letter of the Secretary of State and reports of the International Ameri- 
can Conference touching improved postal and cable communication be- 
tween the United States and other American States. 



July 3, 1890. — Read, referred to the Committee on Appropriations, and ordered to be 

printed. 



POSTAL AND CABLE COMMUNICATION. 

To the Senate and House of Representatives : 

I transmit herewith a letter from the Secretary of State, inclosing 
the recommendations of the International American Conference for the 
establishment of improved facilities for postal and cable communication 
between the United States and the several countries of Central and 
South America. 

I can not too strongly urge upon Congress the necessity of giving this 
subject immediate and favorable consideration, and of making adequate 
appropriations to carry the recommendations into effect; and in this 
connection I beg leave to call attention to what was said on the subject 
in my annual message. The delegates of the seventeen neighboring 
Republics which have so recently been assembled in Washington, at 
the invitation of this Government, have expressed their wish and pur- 
pose to co-operate with the United States in the adoption of measures 
to improve the means of communication between the several Republics 
of America. They recognize the necessity of frequent, regular, and 
rapid steam-ship service, both for the purpose of maintaining friendly 
intercourse and for the convenience of commerce, and realize that with- 
out such facilities it is useless to attempt to extend the trade between 
their ports and ours. 

Benj. Harrison. 

Executive Mansion, 

Wa^hington^ July 2, 1890. 



Department of State, 

Washington^ July 2, 1890. 
To the President : 

I beg leave to submit to your attention three reports adopted by the 
International American Conference, recently in session at this capital, 
demonstrating the necessity of additional means of postal and cable 
communication between the United States and the ports of Central and 
South America, and recommending the immediate adoption, by the sev- 



2 IMPROVED POSTAL AND CABLE COMMUNICATION. 

eral GoTernmentsiLterested, of measures to furnish adequate transpor 
tation facilities for the convenience of passenger travel and trade. 

The report of the Committee on Communication upon the Gulf of 
Mexico and the Caribbean Sea presents a series of facts touching the 
existing means of transportation for submission to the early considera- 
tion of Congress. It shows that the Republic of Mexico and the Re- 
publics of Central America, although containing a population and 
wealth that are but a fraction of our own, and with public revenues 
that do not compare with those of the United States, are doing more 
than this Government to maintain a commerce that is of much greater 
importance and advantage to us than it is to them. They pay as sub- 
sidies to steam-ships carrying the United States flag the sum of $101,000 
annually; while the Government of the United States paid the same 
vessels but $24,160 during the last fiscal year. 

The report states that while " the present lines of steamers between 
the ports of the United States and the countries bordering on the Gulf 
of Mexico and the Caribbean Sea furnish a tolerable service, an objec- 
tion is found in the length of time consumed in making the voyages. 
At present, a letter mailed on the first of the month in St. Louis will 
not arrive at Colon before the 15th. It requires two days to reach New 
York, and then, if the steamer sails immediately, the time is reduced to 
twelve days; but as the steamer sails but three times a month, it is 
oftener twenty days in making the passage. Freight requires a much 
longer time, in some cases thirty or thirty-five days. By the establish- 
ment of faster and more direct lines of steamers, the time could be short- 
ened at least one-third, and the expense of freight transportation re- 
duced in a corresponding degree." 

The report further shows that " trade is no longer done to any extent 
by correspondence. The buyer and seller must meet each other. Ac- 
quaintance fosters confidence, and confidence is the foundation of all 
trade. Wherever foreign merchants have obtained mastery in the 
markets of Latin America, it has been by sending agents to study the 
tastes and the wants of the buyers, and to lay before thein samples ol 
the merchandise they have to sell, and by furnishing prompt and cheap 
transportation facilities. Commercial travelers from the United States 
are seldom, if ever, seen in the mercantile cities of the Southern coun- 
tries, and the buyers for those markets seldom visit the warehouses of 
the merchants of the United States. This is in a large part attribu- 
table to the lack of proper means of communication. The merchant of 
any of these countries can take his state room uijon a swift steamer, and 
after a comfortable and restful voyage spend a month in examining the 
manufactures and show-rooms of European countries. He can make 
the acquaintance of those who are seeking his custom aud establish his 
credit, and buy whatever he finds suitable for his customers." 

The report points out many other advantages that might be derived 
from more rapid and frequent means of communication, not only with 
the ports of Central America and the Spanish Main, but with those of 
the west coast of South America also, which has a foreign commerce 
exceeding $100,000,000 a year. " The distance from the ports of Chili 
to those of Europe through the Straits of Magellan is nearly 9,000 
miles, and the voyage requires more than thirty days; while from 
Peru and Ecuador the distance and time are much greater. A line of 
fast steamers from the United States to Colon, in connection with a 
similar one down the west coast of South America, would bring Val- 
paraiso within eighteen or twenty days of Chicago and St. Louis. Lon- 
don could be reached from Valparaiso by way of Kew Orleans or New 
York in much less time than by the direct voyage through the etraits, 



IMPEOVED POSTAL AND CABLE COMMUNIGATION. 3 

and the journey would be so much more agreeable that the passenger, 
as well as the freight traffic, would be to a great extent diverted to this 
way." 

COMMUNICATION WITH VENEZUELA. 

The facilities for communication between the United States and the 
Eepublic of Venezuela, through the enterprise of the managers of the 
"Ked D" line of steamers, are ample, and the result upon the com- 
merce between the two countries is very marked. But a few years ago 
our trade with Venezuela amounted to but $3,300,000 annually ; now 
it has reached $14,000,000, and comprises nearly one-half of the total 
foreign commerce of that country. The value of the trade that has been 
built up by this line of steamers is confirmed by the fact that 10,000 
bales of cotton goods were shipped from the United States in 1888, 
while in 1880 the entire export amounted to but 1,200 bales. 

It is believed that similar results will follow the establishment of ad- 
equate means of communication with other Latin- American Kepublics, 
under conditions which will enable our steamship companies to compete 
in freight and passenger rates with the liberally subsidized lines of 
Europe. 

The report of the Conference well observes that " in view of these 
facts, and of their proximity, and of the small amount required to fur- 
nish ample facilities, it seems incredible that the Governments at in- 
terest have so long delayed the establishment of means of communica- 
tion. It is doubtful if anywhere upon the globe there exists an equal 
opportunity for accomplishing commercial results as beneficial to 85,000,- 
000 people as could be secured at the small cost involved in establish- 
ing first-class communication between the ports of these States ; and it 
is confidently expected that the Governments of the several countries, 
when their attention is properly directed to this subject, and when the 
small cost of adequate service is pointed out, will adopt the necessary 
means to secure it." 

COMMUNICATION ON THE PACIFIC. 

The report touching communication ou the Pacific is equally worthy 
of consideration, and the rapresentatives of the several countries bor- 
dering upon that ocean present a recommendation for the co-operation 
of their Governments for the establishment of one or more lines of 
steamships of the first class, which shall make regular voyages between 
San Francisco and Valparaiso and the intermediate ports. They pro- 
pose a direct subsidy not to exceed 30 cents per gross registered ton 
for each thousand miles traveled, to be paid by each Government in 
shares proportionate to its population, and to continue for a period of 
ten years. 

Proposals for the service are to be invited by the Government of the 
United States at Washington, and the bids are to be opened in the pres- 
ence of the representatives of the other nations interested. The amount 
to be paid by the United States in maintaining such a service would be 
about 67 per cent, of the whole. 

COMMUNICATION ON THE ATLANTIC. 

A similar recommendation is made by the Conference for the estab- 
lishment of additional means of communication between the United 
States and the ports of Brazil, Uruguay^ and the Argentine Eepublic. 
In consideration of the immense magnitude and value of the commerce 
of those countries, the lines thus recommended are of the greatest im- 
portance. 



4 IMPROVED POSTAL AND CARLE COMMUNICATION. 

It is proposed that there be established two distinct lines of steam- 
ships; one for the transportation of mails, passengers, and through 
freights, touching only at a single port in each country, with vessels 
of a capacity not less than 5,000 tons, and of a speed not less than 
16 knots per hour. The other is to be an auxiliary line of slower 
(12 knot) ships to touch at the intermediate ports. It is recommended 
by the Conference that the United States and the Republic of Brazil enter 
jointly into a contract for the establishment of the auxiliary line, the 
cost of the service to be equally divided between them. The expense 
of maintaining the fast line it is proposed to divide between the four 
Governments, the United States paying 60 per cent,, Brazil 17^ per 
cent., the Argentine Kepublic 17| per cent., and the Eepublic of Uru- 
guay 5 per cent.; accepting only steamships constructed in the United 
States, and awarding contracts after advertisement at Washington for 
a term of ten years. 

In order that the recommendations of the Conference may be carried 
into effect, it will be necessary for Congress to make an appropriation 
for that puri)ose, and authorize the Postmaster- General to enter into 
contracts with steamship owners, with the representatives of the other 
Republics as parties to the agreement. 

Respectfully submitted. 

James G. Blaine. 



RECOMMENDATIONS OF THE INTERNATIONAL AMERICAN CONFERENCE 
AS TO COMMUNICATION ON THE ATLANTIC OCEAN. 

First. The Committee on Communication on the Atlantic resolves to 
recommend to the respective Governments the aiding of one or more 
lines of steam navigation between ports of the United States and those 
of Brazil and Rio de la Plata. 

Second. The companies receiving Government aid shall establish a 
fast bimonthly service of steam navigation between the ports of the 
United States, Eio Janeiro, Montevideo, and Buenos Ayres, and the 
vessels shall have the accommodations and capacity necessary for the 
transportation of freight and passengers, and shall carry the mails. 

Third. These steam-ships shall only touch at one port of the inter- 
mediary countries on the trips to and from Buenos Ayres ; but during 
the quarantine season they shall only discharge mails and passengers 
and shall not embark anything subject to infection. In the countries 
of clearance and ultimate destination, they may touch at two ports. 

Fourth. The speed of the fast steam-ships shall be at least 16 knots 
per hour, and they shall be of not less than 5,000 tons, and a time 
schedule of arrivals at and departures from the ports shall be estab- 
lished in conformity with the speed required. 

Fifth. Your committee recommends also an auxiliary line of freight 
steam-ships, which shall sail twice a month, making not less than 12 
knots an hour, and touching at ports of the United States and Brazil. 
The United States of America and the Republic of Brazil shall pay 
one-half each of the amounts paid to these vessels, taking into due con- 
sideration the contract of the existing line with the latter Government. 

Sixth. The awarding of the contract with the steam-ship companies 
shall take place in the city of New York, bids being solicited of the 
companies by advertisement in at least five daily newspapers having 



IMPROVED POSTAL AND CABLE COMMUNICATION. 5 

the largest circulation in eath contracting country. The advertise- 
ment shall designate a time within which proposals may be presented, 
which time shall not be less than ninety days. The bids are to be 
opened in the presence of the representatives appointed for this pur- 
pose by the Governments interested. 

Seventh. Bidders must state the tonnage of the vessels, in accord- 
ance with article four, and the amount of Government aid required, 
calculating the latter at the rate per ton for every 1,000 miles, and also 
the amount of payment for the round trip. 

Eighth. The Governments reserve the right to reject all bids if, in 
their judgment, they should be excessive. 

Ninth. The states shall have the right to impose their flag and reg- 
ister upon the vessels to a number proportionate to the percentage of 
the aid they pay. In that case it is understood that the quota of each 
nation shall be paid directly to the vessel or vessels carrying its flag. 
In case of war each state may use as transports and arm as cruisers, 
upon payment therefor, the vessels carrying its flag. 

Tenth. The vessels receiving Government aid, whatever flag they 
may carry, shall enjoy in the ports of the contracting Governments all 
the rights and privileges accorded to national vessels for the sole pur- 
pose of international commerce, but not including rights to coastwise 
trade. 

Eleventh. The contracting Governments shall contribute aid to the 
fast line in the following proportion : 

Per cent. 

The United States 60 

The Argentine Eepublic 17^ 

Brazil 17* 

Republic of Uruguay 5 

Twelfth. The contracting states shall accept only vessels constructed 
in the United States, in consideration of the higher aid paid by that 
Government. 

Thirteenth. The term of the contract shall be ten years. 

Fourteenth. The Committee recommends to the Governments inter- 
ested the encouragement of direct cable lines to connect the countries 
represented in said Committee with regular service and equitable rates. 

Fifteenth. The Republics of Bolivia and of Paraguay hereby agree 
to the plan of the Committee, and will contribute to the payment on 
condition that the companies agree to establish subsidiary lines of 
river navigation that shall reach their ports. 



II. 

BEPOBT OF THE COMMITTEE ON COMMUNICATION ON THE PACIFIC 
OCEAN AS SUBMITTED TO THE INTEBNATIONAL AMEBICAN CONFEB- 

ENCE. 

The Committee on Communication on the Pacific has the honor to 
propose that it be recommended to the Governments represented in the 
Conference and whose territories border on the Pacific Ocean, with ref- 
erence to transportation companies: 

First. That the nations lying along the western coast of the Ameri- 
can continent, and represented in this Conference, agree to subsidiz 
one or more lines of steam-ships of the first class, which shall make reg- 
ular voyages between the port of San Francisco, in the State of Cali- 
fornia, United States of America, and that of Yalparaisp, in theEepub- 



6 IMPROVED POSTAL AND CABLE COMMUNICATION. 

lie of Chili, and the iutermediate ports. Said vessels shall make bi" 
monthly round trips, at least, to each port ; shall be of not less than 
4,000 tons capacity, with triple expansion engines of not less than 3,500 
indicated horse-power, and a minimum speed of 15 knots per hour. The 
vessels so employed shall be suitably constructed for the transportation 
of passengers as well as freight, and first class in every respect, with 
all modern improvements. 

Second. That the companies or individuals owning said vessels shall 
transport both passengers and freight thereon between all the ports of 
said coast which can be safely visited; and that they shall not enter 
directly or indirectly into any arrangement or combination with any 
other company or individual to increase the rate of passage or freight 
by sea or land, and no preference shall be given one ship over another. 

Third. That the nations named shall pay annually, directly to the 
company, companies, or individual owners of said lines, as a compensa- 
tion for the services rendered them and in the terms and under the con- 
ditions established, a subsidy, the total amount of which shall not ex- 
ceed thirty cents per gross registered ton of said vessels, for each 1,000 
miles sailed, outward and homeward. 

Fourth. That the subsidy provided for in the preceding article shall 
be distributed among the subscribing nations in proportion to their pop- 
ulation, as determined by their last census, and in default of such data, 
by the most reliable official sources. As an approximate proportion the 
following figures are indicated : 

United States... $65,000,000 

Mexico 12,000,000 

Guatemala 1,300,000 

Salvador 750,000 

Honduras ,, 500,000 

Costa Rica 250,000 

Nicaragua 500,000 

Colombia 4,000,000 

Ecuador 1,000,000 

Peru 3,000,000 

Bolivia 2,500,000 

Chili , 3,000,000 

93, 800, 000 

Fifth. That the bids shall be presented in Washington, before the 
Federal Government of the United States ; and the proposals therefor 
shall be published in not less than three daily newspapers among those 
having the largest circulation, and also in each of the countries contrib- 
uting to said subsidy. The advertisement shall describe the service 
required; the frequency of the proposed voyages; the dimensions, 
speed, and conditions of said vessels and such other details as the sub- 
scribing nations may deem proper to enumerate. The period of one 
hundred and twenty days shall be allowed for the presentation of bids, 
and the same shall be opened in the presence of the representatives of 
said nations, authorized to this effect ; the bidders shall conform to the 
rules prescribed by said representatives, who shall have the right to 
accept or reject the bids which may be offered. 

Sixth. That the vessels of the subsidized line or lines shall register 
in the merchant marine of the countries i^eferred to in these recommenda- 
tions, whenever the Government interested shall require it, in propor- 
tion to the quota of subsidy paid by each. 

Seventh. That in the event of war between one or more of the coun- 
tries subscribing to the subsidy with any of the nations represented in 
the Conference, the vessels of said line registered in such merchant 



IMPROVED POSTAL AND CABLE COMMUNICATION. 7 

marine shall register under the remaining countries, in the proportion 
indicated, until a state of peace shall be established. 

Eighth. That whatever be the flag of the subsidized vessels they shall 
enjoy in the ports of the contracting Governments, in all that pertains 
to international commerce, the rights and privileges of national vessels, 
including the coasting trade in those countries in which it is or may 
hereafter be declared free. 

Ninth. That this convention shall last ten years, at the expiration of 
which it shall be considered extended ten years, provided that twelve 
months before the expiration of said period formal notification of its 
dissolution shall not have been given. &uch dissolution may be partial; 
and in such event the nation or nations separating shall be exempt from 
the payment of said subsidy. 

TELEGRAPHIC COMMUNICATION. 

The committee on communication on the Pacific has the honor to 
propose that it be recommended to the Governments represented in the 
Conference and whose countries border on the Pacific Ocean, with re- 
spect to telegraphic communication : 

First. That government aid be given to the company which shall con- 
nect the principal ports of the nations bordering on the Pacific by means 
of a submarine telegraphic cable, whose termini shall be, for the pres- 
ent, the port of San Francisco, in the United States of America, and 
that of Valparaiso, in Chili; takingasabasisfor the purpose of determin- 
ing the total amount of aid that the cost of transmission for each word 
shall be less than the minimum amount now charged by the existing 
companies, at whatever distance the city or locality to which the cable- 
gram is addressed may be situated. 

Second. That the total amount of aid agreed upon shall be paid by 
the Governments interested, in the proportion established for the pay- 
ment of the aid to the steam-ship transportation companies ; proceed- 
ing, with respect to the presentation and acceptance of bids, in accord- 
ance with the fifth article of its report on communications on the Pacific. 

POSTAL COMMUNICATION. 

The committee on communication on the Pacific has the honor to 
propose that it be recommended to the Governments represented in the 
Conference, and whose countries border on the Pacific Ocean, with re- 
spect to postal communication : 

That the Governments with which this committee is concerned, and 
all of which have accepted the convention entered into in Paris on the 
1st of January, 1878, for a " Universal Postal Union," adopt the con- 
ventions as to postal drafts and as to the exchange of postal money- 
orders, respectively entered into, at the said city of Paris, on the 4th of 
June, 1878, and 3d of November, 1880 ; or, that they enter into special 
conventions, having the same ends in view. 

RECOMMENDATIONS AS ADOPTED. 

"The International American Conference resolves: To recommend to 
the Governments of the countries bordering on the Pacific Ocean to 
promote among themselves maritime, telegraphic, and postal commu- 
nications, taking into consideration, as far as compatible with their 
own interests, the propositions formulated in the report of the commit- 
tee on communication on the Pacific." 



IMPROVED POSTAL AND CABLE COMMUNICATION. 



III. 

REPORT ON COMMUNICATION ON THE GULF OF MEXICO AND THE 

CARIBBEAN SEA. 

The President of the International American Conference : 

The committee appointed to consider and report upon the best means 
of extending and improving the facilities for commercial, postal, and 
telegraph coramuuicatioLi between the several countries represented in 
this Conference that border upon the Gulf of Mexico and the Caribbean 
Sea has the honor to submit to the Conference the following report : 

TELEGRAPHIC COMMUNICATION. 

Telegraphic communication is carried on between the different coun- 
tries by means of lines which connect the- principal cities of the several 
countries. It seems that the service meets all requirements, and is to 
be considered satisfactory. 

Cable communication is carried on by means of two lines between 
the United States and the republics of the south. One of them con- 
nects (ralvestou, Tex., with Mexico, Guatemala, Salvador, Nicaragua, 
Costa Eiica, and the countries on the west coast of South America. 
The other goes from Tampa, Fla., to Havana, round the south coast of 
Cuba to Kingston, Jamaica, and from there to Ponce de Leon, Porto 
Eico ; thence by way of the Windward Islands to Trinidad, and across 
to the coast off Venezuela. The rates charged by both of these com- 
panies make it impracticable to do much business over their lines, and 
all but the most imperative messages are reserved for the mails. 

We recommend that steps be taken to secure a moderate scale of 
charges over the present cable lines, and in the event that this can not 
be accomplished, would suggest the necessity of granting charters to 
one or more independent cable companies under the auspices of the 
several governments representing the countries at interest; the said 
companies to be incorporated with provisions that cable tolls shall in 
no case exceed reasonable maximum rates to be fixed in their charters. 
We further recommend that larger systems may be used as far as pos- 
sible. Short single sections between two isolated points can never pay. 
It is nearly as ex pensive to maintain a short as a long circuit, and with 
a system of several cables the only additional expense is the salaries of 
the staff of operators at the stations. 

POSTAL COMMUNICATIONS. 

Postal communication between the United States and the countries 
bordering on the Gulf of Mexico and the Caribbean Sea is governed by 
the provisions of tlie Universal Postal Union, and is carried on by sev- 
eral lines of steam-ships, which sail more or less frequently, and carry 
the mails under the direction of the post-ofiBce authorities of the re- 
spective governments. 

A statement from the Post-Office Department, hereto attached, will 
show the number and character of these lines, the amount of mail 
transported, and the compensation paid by the United States Govern- 
ment during the fiscal year ending June 30, 1889. 



IMPKOVED POSTAL AND CABLE COMMUNICATION. 9 

OOMMUNIOATION WITH HAYTI. 

The facilities for commercial and postal communications between the 
United States and Hayti are fair, being furnished by the Olyde Steam- 
ship Company, whose steamers sail under the United States flag. 

VENEZUELA. 

The facilities for communication with Yenezuela are good, through 
the enterprise of the managers of the " Red D " line of steamers, run- 
ning between New York and the ports of that country. During the last 
few months this company has added to its fleet three fine new steamers 
equipped with modern improvements, namely, the Venezuela^ of 2,800 
tons, the Caracas, of 2,600 tons, and the Maracaibo, of 1,260 tons. 
This line was established by Messrs. Boulton, Bliss & Dallet, of New 
York, as a necessity to transport the merchandise of that firm. For 
many years they employed sailing vessels alone, but in 1879 it was 
decided to substitute steam for sail, and three German steamers were 
chartered until vessels could be built especially for the trade. All of 
the steamers are provided with accommodations for passengers and 
modern improvements for safety, convenience, and comfort. The main 
line runs from New York to the Island of Ourayoa, from there to Puerto 
Cabello, and thence to La Guayra, in Venezuela, with a branch line to 
Maracaibo. Steamers now leave New York every ten days, but it is 
desired that the service be increased to four sailings per month. 

The effect of the establishment of this line of steamers upon the trade 
of the United States and Venezuela has been very great. But a few 
years ago the commerce with that Republic was only $3,300,000 ; now it 
amounts to about $14,000,000aud comprises nearly one-half the total for- 
eign trade of that country. The value of the trade that has been built up 
by this line of steamers is confirmed by the fact that 10,000 bales of cot- 
ton goods were shipped from the United States to that country in 1888, 
while in 1880 but 1,200 bales were shipped. 

There is also a line of steamers sailing once a month from New York 
to Ciudad Bolivar, on the Orinoco River. 

COLOMBIA. 

The commerical and postal communications between the United States 
and the Republic of Colombia are furnished by the Pacific Mail Steam- 
ship Company, which sails three times a month from New York to 
Colon (Aspinwall), the average length of the voyage being from eight 
to nine days. The Pacific Mail steamers carry mail not only for Co- 
lombia, but for the west coast of Central and South America, making 
connection at Panama with the various lines of steamers on that coast. 
The Pacific Mail steamers sail under the United States flag. The mail 
for Savanilla and Cartagena is carried by the Atlas Line of steamers, 
sailing under the British flag, twice a month, the average length of the 
voyage being thirteen days. Both of these lines would give a more 
satisfactory service if the sailings were increased to one per week. 

There is also another line, under the Spanish flag, which sails between 
New York, Cuba, Venezuela, aid the United States of Colombia, and is 
said to receive from the Spauish Government a subsidy of $243,687.60. 

These three lines furnish six sailings a month between New York 
and the ports of Colombia. 



10 IMPROVED POSTAL ANI> CABLE COMMUNICATION." 

CENTRAL AMERICA. 

The mails to Central America are carried either by the Pacific Mail 
and the Atlas steamers or by the small lines sailing from New Orleans, 
and, while they are rendering as good service as is practicable under 
present conditions, it is very desirable that the facilities shall be in- 
creased in order that better service may be secured. 

MEXICO. 

steam-ship communication between the Gulf ports of the United 
States and Mexico is limited to the Morgan Line between New Orteans 
and Vera Cruz — average time three and one-half days, sailing twice a 
month. By reason of railway communication between the two coun- 
tries they are not dependent upon steam-ships for mail, passenger, or 
freight service. Their rapidly increasing commerce, as the result of 
railroad connection, is an evidence of the benefits that will arise from 
the establishment of proper communication between other countries. 

It will be observed from the study of the annexed report of the United 
States Post-Office Department that the earnings of all these lines of 
steamers are derived almost exclusively from the intercourse and trade 
that these countries maintain with the United States. Very little 
could be derived from the commerce between the several nations on 
the Gulf of Mexico and the Caribbean Sea outside of the United States. 
This is due to a great extent, if not wholly, to the fact that none of these 
countries are engaged in manufacturing. They all produce similar raw 
products and their importations are composed of similar merchandise. 
Manufactured cotton goods, machinery, and provisions compose the 
bulk of the imports of these countries from the United States, and in 
their turn they export to the same markets of the United States the 
same raw materials and tropical fruits. Consequently there is no 
reason for active trade between the Central American States, and no 
direct lines between them could be successfully maintained unless they 
were extended to the United States. They are now in communication 
by coasting steamers, which almost all of these countries have estab- 
lished, ana which call periodically at their ports. We consider, there- 
fore, in view of actual conditions, that we shall have to accept the 
existing service as the only one that is practicable at jDresent. 

THE PRESENT SERVICE. 

While the present lines of steamers between the ports of the United 
States and those of the countries bordering on the Gulf of Mexico and 
the Caribbean Sea furnish a tolerable service, an objection is found in 
the length of time consumed in making the voyages 5 and as much could 
be gained by the establishment of faster lines of steamers or the sub- 
stitution of faster steamers for the slow ones now on the existing lines, 
we recommend that the number of sailings be increased and that the 
rate of speed be heightened so that the round trips, or at least that the 
home voyages, to the ports of the United States be made in the shortest 
possible time, in order that perishable freights may be preserved. 

At present a letter mailed on the 1st of the month in St. Louis will 
not arrive at Colon before the 15th. It requires two days to reach New 
York and then, if the steamer sails immediately, the tune is reduced 
to twelve days ; but, as the sailings are only three a month, it is oftener 
twenty days in making the passage, and freight requires a much longer 



IMPROVED POSTAL AND CABLE COMMUNICATION. 11 

time, in some cases thirty or thirty-five days. By the establishment of 
faster and more direct lines of steamers time could be shortened at least 
one-third and the expense of freight transportation reduced in a cor- 
responding degree. 

THE REASON BUYERS PURCHASE IN EUROPE. 

But trade is no longer done to any extent by correspondence. The 
buyer and seller must meet each other. Acquaintance fosters confi- 
dence, and confidence is the foundation of all trade. Wherever foreign 
merchants have obtained mastery in the markets of Latin America it 
has been by sending agents to study the tastes and the wants of the 
buyers and to lay before them samples of the merchandise they liave to 
sell and by furnishing prompt and cheap transportation facilities. Ooiti- 
mercial travelers from the TJnited States are seldom, if ever, seen in the 
mercantile cities of the southern countries, and the buyers for those 
markets seldom visit the warehouses of the merchants of the United 
States. This is in a large part attributable to the lack of proper means 
of communication. The merchant of any of these countries can take 
his state-room upon a swift steamer and after a comfortable and restful 
voyage spend a month In examining the manufactures and show-rooms 
of European countries. He can make the acquaintance of those who 
are seeking his custom and establish his credit and buy whatever he 
finds suitable for his customers. 

It will doubtless be several years before quick lines of communication 
would become self-supporting ; and in order to induce capitalists to in- 
vest their means in such enterprises they must be assured of certain 
assistance for a term of years. 

SOUTH AMERICAN CONNECTIONS. 

It is impossible to estimate the increase of trade that such facilities 
for communication and transportation would at once bring to the Amer- 
ican republics. The purchasing power of the countries of Central 
America and the Spanish Main is not alone to be considered, but the 
west coast of South America has a commerce far above $100,000,000 
a year. The distance from the ports of Chili to those of Europe 
through the Straits of Magellan is nearly 9,000 miles and the voyage 
requires more than thirty days, while from Peru and Ecuador the dis- 
tance is much greater. A line of last steamers from the United States 
to Colon, in connection with a similar one down the w-est coast of South 
America, would bring Valparaiso within eighteen or twenty days of 
Chicago and St. Louis. London could be reached from Valparaiso by 
way of New Orleans or New York in much less time than by the direct 
voyage through the Straits, and the journey would be so much more 
agreeable that the passenger, as well as the freight traffic, would be to 
a great extent diverted in this way. 

SUBSIDIES PAID BY OUR NEIGHBORS. 

From official data before the committee it is plain that the countries 
bordering on the Gulf of Mexico and the Caribbean Sea appreciate the 
necessity for direct and quick communication with foreign ports, and 
for its control in the interest alike of their producers and consumers, 
and they indicate in their public policies and general convictions that 
gov^riimeiital assistance, whether in the form of mail contracts or othey- 



12 IMPROVED POSTAL AND CABLK COMMUNICATION. 

wise, is essential to the service demanded by public interests. Mexico 
pays the Pacific Mail Steam-ship Company for the western coast serv- 
ice $30,000 yearly ; Guatemala, $24,000 ; Salvador, $24,000 ; Nicaragua, 
$6,000 5 Honduras, $5,000, and Costa Eica. $12,000, in the form of postal 
compensation. 

PLAN FOR FAST SERYIOE FROM TAMPA. 

Plans have been discussed by capitalists in this country for the es- 
tablishment of a direct and rapid steamship service between Tampa, 
Fla., and Mobile, Ala., and the ports of Colon, Port Limon (Costa Eica), 
and Greytown, ISIicaragua. The town of Tampa is situated on the west 
coast of Florida, 666 miles from Havana and 1,200 miles from Colon, 
by the measurement of the United States Navy Department. It has a 
safe and commodious harbor, sufficient to float the largest ships, and 
without bar or other obstruction at its entrance. The natural advan- 
tages of this port have been supplemented by the construction of 
wharves, docks, hotels, and driveways, and freight can be transported 
from the railroad cars to the ships at the minimum of time and ex- 
pense. 

The Government of the United States has already established a fast 
railway mail service between New England, New York, and Pennsyl- 
vania, and Tam])a, to connect them with the Havana steamers, making 
the distance from New York City in thirty-six hours, and touching the 
principal cities of the Atlantic coast, where mails from the West are col- 
lected, as the trains pass daily. The distance from Chicago, St. Louis, 
Cincinnati, and other great cities of the West to Tampa is about the 
same as that from New York to Tampa and from those cities to New 
York, and the railway connections are such that a letter from Chicago 
via Tampa to ports of the Caribbean Sea would have the same advan- 
tage of speed and transportation as a letter from New York, and freight 
from the Western cities for such port would be carried by rail to Tampa 
as quickly and as cheaply as to New York. 

ADYANTAaES FOR WESTERN CITIES. 

The distance from Tampa to Colon, taking that port as an illustration, 
both as to time and mileage, is much less than from New York, the time 
being five and a half days, while the steamers at present in use between 
New York and Colon make the journey in eight to nine days. It could 
not be expected that the exporters of New York would avail themselves 
of this advantage of time in the shipment of heavy merchandise, for 
the cost would be much greater if sent part way by rail, but for mail 
and passengers it would be found very convenient; while the mer- 
chants and the manufacturers of Cleveland, Cincinnati, Chicago, St. 
Louis, and other cities of the West, who produce most of the articles 
shipped to South America, would not only be able to place their mer- 
chandise upon the docks of Tampa in the same time and at the same 
cost that is required to deliver it in New York, but with much greater 
convenience and less cost, so far as wharfage and handling at the ter- 
minal points are concerned. 

The same holds true of merchandise imported into the United States 
from the southern republics for consumption in the Southern and 
Western States. The merchants of Chicago, some months ago, sent to 
the president of thi,i Conference a memorial for the establishment of 
eteam-ship facilities at Tampa, which is in accordance \^ith the forego- 



IMPROVED POSTAL AND CABLE COMMUNICATION. 13 

ing facts. The merchants and manufacturers of the southern portion 
of the United States would derive great benefit by the establishment 
of the proposed line, and the rapidly developing industries from that 
section seem to be entitled to special consideration. At the same time, 
in addition to the advantages already pointed out, all those engaged 
in trade between the United States and the countries bordering on the 
Gulf of Mexico, the Caribbean Sea, and the Pacific Ocean would enjoy 
the great benefits of competition. 

With properly constructed steamers, the proposed line would be of 
incalculable service to those engaged in the shipment of fruit and other 
perishable articles, which suffer severely from long voyages and bad 
weather at sea A very large portion of the fruit coming to the United 
States from Central and South America is consumed in the Southern 
and Western cities of the United States, and the same is true of coffee, 
hides, and other merchandise, while the principal articles of export 
from the United States come mainly from the same cities ; the flour 
from Eichraond and Minneapolis, provisions from Chicago, refined 
petroleum from Cleveland, and furniture from Grand Rapids, while 
Georgia and the Carolinas, as well as other Southern States, are largely 
interested in the shipment of cotton goods. 

IMPROYBD MAIL AND PASSENGER FACILITIES. 

But the greatest advantage to be derived from such a line would be 
the improvement in mail and passenger transportation between the 
United States and the ports east, west, and south of Colon, the time 
from New York to the latter port being shortened to five and a half 
days or six days, if, as suggested, the proposed steamers make a devia- 
tion from a direct line from Tampa to Port Limon and Greytown. The 
voyage from Tampa to Colon, 1,200 miles, would be made by fast steam- 
ers in less than five days, and by rapid railway trains either New York 
or Chicago could be reached from the latter port in six and a half days. 
Such an improvement upon present facilities for travel is worthy of the 
careful consideration of the delegates to this Conference and of the 
governments they represent. 

The plan above suggested for a line of steamers from Tampa to Colon 
proposes that the steamers, if established, shall visit the city of Mobile 
regularly to deliver and receive freight after having landed their mail, 
passengers, and freight at Tampa. 

PROPOSED LINE FROM NEW ORLEANS. 

There are also many considerations in favor of New Orleans as an 
outport. The geographical position of New Orleans at the mouth of 
the Mississippi makes it the natural outlet not only to Central and South 
America, but to other ports of the world, for the products of the great 
valley this river drains, which constitute the bulk of the exportable 
commodities of the United States. The breadstuffs, the provisions, the 
agricultural machinery and implements, the furniture and petroleum, 
and the centers of their production are all within convenient distance 
of water transportation. In many instances the construction of rival 
railway lines has diverted commerce from natural to artificial channels, 
but the difference in distance from Chicago and St. Louis to the ports 
of the Gulf and the Caribbean Sea via New Orleans is so great as to 
offer advantages over New York as an outport that could_ not be over- 
looked if proper steam- ship facilities to these ports were furnished. 



14 IMPROVED POSTAL AND CABLE COMMUNICATION. 

There are already several lines of steam-ships of a comparatively in- 
significant tonnage between Kew Orleans and the Central American 
ports. They represent a growing sentiment and a growing sympathy 
which should be encouraged and fostered by the several Governments 
interested. These steam-ships have already done much to increase the 
exports as well as the imports of New Orleans, but they have been es- 
tablished and sustained by private enterprise, the assistance given 
them by the United States Government having been so small as to be 
unworthy of consideration compared with the aid extended them by 
some of the Spanish- American Governments. 

It has been maintained before the committee that the portion of the 
United States most interested in the development of direct traffic 
between New Orleans and the ports of the Gulf and the Caribbean 
Sea is that which suffers most from overproduction, and has until now 
been the least interested in the expansion of foreign trade. 

NATURAL GEOGBAPHICAL ADVANTAGES. 

New Orleans is the terminus of six trunk lines of railway and of 
20,000 miles of river navigation. It is the largest port of entry in the 
South. Its imports during the last fiscal year amounted to $15,400,000. 
Of that sum $10,400,000 was composed of five articles, all of which came 
from Central and South America, namely, coffee, sugar, fruit, hemp, and 
india-rubber. 

As before stated, the Central American countries already pay a good. 
deal to maintain the existing transportation facilities on the western 
coast of the continent. 

Mexico, Guatemala, Honduras, Nicaragua, Costa Eica, the Eepublics 
of Colombia, and of Venezuela bordering upon the Gulf of Mexico and 
the Caribbean Sea, can be reached by moderately fast steamers from 
Tampa, Pensacola, Mobile, New Orleans, or Galveston in from three to 
five days. These countries contain a population of 20,000,000 people, 
while the population of the United States approximates 65,000,000. It 
would be difficult to overestimate the benefits that would accrue to all 
of these States from prompt, regular, and economical means of mail, 
passenger, and freight transportation. 

In view of these facts aud of their proximity and of the small amount 
required to furnish ample facilities, it seems incredible that the Govern- 
ments at interest have so long delayed the establishment of such facili- 
ties. It is doubtful if anywhere upon the globe there exists an equal 
opportunity for accomplishing commercial results as beneficial to 
85,000,000 people as could be secured at the small cost involved in es- 
tablishing first-class communication between the ports of these States, 
and it is confidently expected that the Governments of the several 
countries named, when attention is properly directed to this subject aud 
when the small cost of adequate service is pointed out, will adopt the 
necessary measures to secure it. Experience demonstrates with refer- 
ence to transportation facilities : 

First. That they should be frequent, rapid, regular, and economical. 

Second. That they should be under the control of or friendly to the 
interests which they are supposed to serve. 

And, as before stated, the policy of many of the Governments inter- 
ested shows that government assistance for the new lines contemplated 
is regarded as essential from the fact that it requires several years be- 
fore speedy lines of communication become self-sustaining. 



IMPEOVEl) POSTAL AND CABLE COMMUNICATION. 15 

EECOMMENDATIONS AS ADOPTED. 

In view of the proximity of all the ports of the Galf of Mexico and the 
Caribbean Sea, the advantages that would accrue from increased social, 
commercial, and international intercourse, their dependence upon proper 
communication, the improbability that this will be established by unaided 
private enterprise, the duty of Governmenfcs to promote public welfare, 
the small public expenditures required to secure adequate mail, passen- 
ger, aud freight facilities, and the necessity for their control by the coun- 
tries whose interests they should subserve, the International American 
Conference recommends to all the nations bordering upon these waters 
the granting of Government aid in the establishment of first-class steam- 
ship service between their several ports upon such terms as they may 
mutually agree upon with reference (a) to the service required, (b) the aid 
it is necessary to extend, (c) the facilities it will severally afford them, 
(<^) the basis upon which they are to contribute, (e) the amount that each 
is to pay, (/) the forms of agreement between the several Governments 
and the nature of contracts with steam-ship companies necessary to the 
successful execution of a general plan for such service. 



Appendix A. 



statement sTiotving the means of communication hetiveen the ports of the United States and 
those of the east coast of Mexico, Central America, Colombia, Venezuela, Hayti, and 
Brazil, the time required by each line of steamers, the frequency of sailings, the sums of 
money paid annually to each line for transportation, and the amount of mail transported 
during the fiscal years ended June 30, 1888, and June 30, 1889. 

[Foreign lines are marked vrlth an asterisk (*).J 

1. TO MEXICO. 

a. New York and Cuba Mail. New York to Vera Cruz (via Havana, Progreso, and some- 

times Frontera and Campeche) — Average time, ten days ; four times a month : 
Amount paid daring fiscal year ending June 30, 1889, |1, 138.97. 
Amount of mail transported, 1889, 4,652 pounds; 1888, 2,933 pounds; increase, 1,714 
pounds. 

b, Morgan Line, Neto Orleans to Vera Cruz. — Average time, three and one-half days ; 

twice a month: 
Amount paid during fiscal year ended June 30, 1889, $77.05. 

Amount of mail transported 1889, 94 pounds; ia88, 58 pounds; increase, 36 pounds. 
0. Thebaud Line,* New York to Progreso. — Average time nofc known ; sailing irregular ; 
about once a month : 
Amount paid during fiscal year ended June 30, 1889, .$15..35. 

Amount of mail transported 1888, 216 pounds; 1889, 160 pounds; decrease, 56 
pounds. 

{d) Neio York and Yucatan Line,* Netv York to Progreso. — Average time not known; 
sailing irregular; about once a month: 
Amount paid during fiscal year ended June 30, 1889, $2.73. 

Amount of mail transported, 1888, 55 pounds ; 18d9, 44 pounds ; decreasOj 11 
pounds. 

(e) Spanish Transatlantic,* New York to Vera Cruz (via Progreso). — Average time, ten 
days ; twice a month : 
Amouut paid during fiscal year ended June 30, 1889, $28.96. 
This line was not used in 1888 ; amount of mail conveyed in 1889, 466 pounds. 

RECAPITULATION. 

To Mexico, five lines ; about ten sailings a month. 
Total amount paid during fiscal year ended June 30, 1889, $1,263.06. 
Total amount of mail carried in 1689, 5,416 pounds. Increase over 1888, 2,149 
pounds. 

17 



16 IMPROVED POSTAL AND CABLE COMMUNICATION. 

1. TO CENTKAL AMERICA. 

[a] Boyal Mail, Nexv Orleans to Puerto Cortez (via Belize and Livingston). — Average 
time, six days ; five times a montli. 

Amount paid during fiscal year ended June 30, 1889, .|3,926.91. 

Amount of mail transported in 1889, 19,030 pounds; 1888, 18,596 pounds; increase, 
434 pounds. 

(Z)) Morgan TAne, New Orleans to Bocas del Toro. — Average time not known ; twice a 
month. 

New Orleans to Bluefield. — Average time, six days; twice a month. 

Amount paid during fiscal year ended Jhub 30, 1889, $725.16. 

Amount of mail transported, 1889, 2,925 pounds ; 1888, 1,891 pounds ; increase, 1,061 
pounds. 

(c) Oteri's Pioneer Line, New Orleans to Truxillo (also to Ceiba, Euatan, and Utilla). — 
Average time, four days ; four times a month : 

Amount paid during fiscal j^ear ended June 30, 1889, $628.71. 

Anionntof mail transported, 1889, 3,544 pounds ; 1888, 2,078 pound?; increase, 1,465 
pounds. 

(d) Honduras and Central American line.* New Yorlc to Greytown (via Kingston, 
Jamaica). — Average time, seven days; twice a nicnth : 

Amount paid during fiscal year ended June 30, 1889, $390.12. 

This lino was not used in 1888. Amount of mail conveyed in 1889, 5,713 pounds. 

(e) Atlas Line* New Yorlc to Port Limon ("via Kingston and Colon). — Average time not 
known ; three times a month : (see also under ;>, Coiouibia) : 

(/) Costa Rica and Honduras Line,* New Orleans to Port Limon. — Average time, seven 
days ; three times a month : 

Amount paid during fiscal year ended June 30, 1889, $602.62. 

Amount of mail transported, 1889, 8,160 pounds; 18o8, 4,790 pounds; increase, 
3,370 pounds. 

{g) New Orleans and Central American Line,* New Orleans to Truxillo. — Average time, 
four days ; twice a month : 

Amount paid during fiscal year ended June 30, 1889, $50.15. 

Amount of mail transported, 1889, 637 pounds; 1888, 221 pounds; increase, 416 
pounds. 

RECAPITUIATION. 

To Central America, seven lines ; about twenty-three sailings a month. 
Total amount paid during fiscal year ended June 30, 1889, $6,322.67. 
Total amount of mail carried in 1889,40,009 pounds; increase over 1838, 12,460 
pounds. 

3. TO COLOMBIA. 

(a) Pacific Mail Steamship Company, New York to Colon. — Average time, eight days ; 

three times a month : 
Amount paid during fiscal year ended June 30, 1839, $21,160.84. 
Amount of mail transported, 1889, 148,630 pounds; 1888, 116,408 pounds; increase, 
32,222 pounds. 

(b) Atlas Line,* Neio York to Savanilla (via Colon and Cartagena). — Average time, 

thirteen days ; three times a month : 
Amount paid during fiscal year ended June 30, 1889, $2,140.79. 

Amount of mail transported in 1888, 27,336 pounds ; in 1889, 26,932 ; decrease, 404 
pounds. 

(c) Spanish Transatlantic,* Neio York to Sat^anilla (via Santiago, Cuba). — Average 

time, thirteen days; once a month: 
Not used during fiscal year ended June 30, 1889. 

RECAPITULATION. 

To Colombia, three lines; about seven sailings a month. 
Total amount paid during fiscal year ended June 30, 1889, $26,301.63. 
Total amount of mail transported in 1889, 175,562 pounds ; increase over 1888, 31,818 
pounds. 

4. TO VENEZUELA. 

(a) Bed "i>" Line, New York to Laauaura (via. Curacoa) ; bianch line to Maracaibo. — 
Average time ten days; three times a mouth : 

Amount paid during fiscal year ended June 30, 1889, $5,733.81. 

Amount of mail transported, 1889, 27,775 poinds; 1888, 23,773 pounds; increase, 
1,002 pounds. 



IMPROVED POSTAL AND CABLE COMMUNICATION. 17 

(6) Thebaud Line* Nmv York to Ciudad Bolivar. — Average time eleven days; once a 
month : 

Amount paid during fiscal year ended Juno 30, 1889, $40.47. 

Amount of mail transported 1889, 806 pounds ; 1888, 554 pounds ; increase, 252 
pounds. 

RECAPITULATION. 

To Venezuela, two lines ; four sailings a month. 

Total amount paid during liscul year ended Juno 20,1889, |5,774.55. 
Total amount of mail transported in 1889, 28,581 pounds ; increase over 1888, 1,254 
pounds. 

5. TO HAYTI. 

(a) Clyde Line, New Yorlc to Cape Hayti. — Average time, seven days ; once a month : 

Total amount paid during fiscal year ended June 30, 1889, |1, 614.70. 

Amount of mail transported in 1888, 5,955 pounds; in 1889, 1,388 pounds ; decrease, 
4,567 pounds. 

(6) Atlas Line, Netv Yorlc to Fort au Prince. — Average time, seven days ; tnree times a 
month : 

Neio YorTc to Jacmel and Aux Cays (via Kingston, Jamaica). — Average time not 
known: twice a month. 

Amount paid during fiscal year ended June 30, 1889, $2,140.79. 

Amount of mail transported, 1889, 8,800 pounds ; 1888, 4,639 pounds ; increase, 
3,161 pounds. 

During the fiscal year ended June 30, 1889, there were irregular sailings from New 
York to Hayti by various other steamers, to which was paid the total sum of $148.64, 
and which conveyed 799 pounds of mail. 

RECAPITULATI ON. 

To Hayti, two Lines ; six sailings a month. 

Total amount paid during fiscal year ended June 30, 1889, $3,904.13. 

Total amount of mail transported in 1889, 28,329 pounds. 

6. TO BRAZIL. 

(a) United States and Brazil Steamshij) Company, Newport Neios to Bio de Janeiro and 
Santos. — Average time to Kio de Janeiro, twenty-four days ; once a month : 

Amount paid during fiscal year ended June "30, 1889, $13,722.90. 

Amount of mail transported, 1889, 69,648 pounds ; 1888, 68,240 pounds ; increase, 
1,408 pounds. 

(&) Bed Cross Line :* New York to Para, Ccara, and Pernambuco — Average time not 
known ; about once a month. 

Amount paid during fiscal year ended June 30, 1889, $110.47. 

Amount of mail transported, 1888, 2,190 pounds; 1889, 1,216 pounds; decrease, 974 
pounds. 

(c) Booth Line, New York to Para, Maranham, Gear a, Manaos. — Average time not 

known; about once a month. 
Amount paid during fiscal year ended June 30, 1889, $165.70. 

Amount of mail transported in 1889, 1,511 pounds; 1888, 1,004 pounds; increaue, 
507 pounds. 

(d) Slomari's Line, * Baltimore to liio de Jatieiro. — Average time not known ; about 

once a month : 
Amount paid during fiscal year ended June 30, 1889, $643.45. 
Not used in 1888; amount of mail convoyed in 1889, 10,257 pounds. 

RECAPITULATION. 

To Brazil, four lines; about four sailings a month. 

Total amount i)aid during fiscal year ended June 30, 1889, $14,642.52 

Total amount of mail transported in 1839, 82,632 pounds. 

N. B. — Mails for Uruguay, tbo Argentine ]lopul)1ic, and Paraguay are conveyed by 
the above lines to Eio de Janeiro and thence to Montevideo and Buenos Ayres by 
steamers of foreign lines. 

There are occasional sailings from New York for Montevideo and Buenos Ayres di- 
rect, but they are so rare and occur at such irregular intervals as to be practically of 
no value to the mail service. 

Nothing is Icnown at this office regarding the number and character of the steamers 
emiiloyed on any of the above lines, nor as to their accommodations for passengers. 

9. Ex. 174 — -^ 



18 IMPROVED POSTAL AND CABLE COMMUNICATION. 



Appendix B. 

Special report on Colombia submitted to the committee by the Delegate, Mr Climaoo Cal- 

derdn. 
Hon. Manuel Arag6n, 

Chairman of the Committee on Communication on the 

Gulf of Mexico and the Caribbean Sea : 

Sir: I have the honor to i)resent to the comrtittee of the International American 
Conference of which you are chairman the following information relative to Colombia, 
requested by you in your note dated the 23d of last December. At the same time 1 
beg to submit to the consideration of the committee some observations which I deem 
necessary for the proper understanding aud appreciation of said information. 

The maritime communication between Colombia and the United States is at pres- 
ent carried on by the following steam-ship lines : Atlas, Pacific Mail, Spanish Trans- 
atlantic, and Eed D Line. 

The first is an English line, established some time ago, whose steamers call regu- 
larly at the ijorts of Carthagena and Savanilla, which are the principal ports of Co- 
lombia on the Atlantic. This line dispatches two vessels regularly every month from 
New York, and in them is carried the greater part of the goods exported from this 
country to Colombia destined for the Atlantic coast and the markets of the depart- 
ments of Antioquia, Tolima, Cundinamarca, Boyac^, and part of Santander, in the 
interior. On the return voyage they bring the greater part of the articles imported 
from Colombia into the United States, which they take on board at the ports of Sa- 
vanilla and Carthagena. 

The American line called Pacific Mail dispatches a steamer regularly on the Ist, 
10th, and 20th of each month to the port of Colon. The only articles of American 
production carried by this line to Colombia are those consumed in the department of 
Panama, which includes the entire Isthmus, and the depai'tment of the Cauca on the 
Pacific. The importations of this latter department are entered at the ports of 
Buenaventura and Turn aco, to which all the merchandise transshipped at Panama 
is carried by the vessels of the Pacific Steam Navigation Company and of the recently 
established South American Steamship Company. 

The Spanish Transatlantic Company only sends one vessel a month to Colombia. 
The steamers of this line touch at Havana and other ports of the Island of Cuba, 
and carry merchandise to the Colombian ports of Carthagena, SavaniUa, and Santa 
Marta. 

The steamers of the American line known by the name of Red D Line, sailing reg- 
ularly between New York and the Venezuelan portsof La Guayra and Puerto Cabello, 
do not put in at any Colombian port, but they carry the American products which 
are imported into the northern jjart of the department of Santander in Colombia, aud 
carry to New York the articles which that region exports to the United States. These 
steamers touch at Curagoa, and from thence the merchandise destined to a considera- 
ble part of Venezuela and the department of Santander are transported to the port of 
Maracaibo in steamers of the same line. At Maracaibo the same vessels take on board 
the products exported from this part of Colombia to the United States, and those sail- 
ing between New York and La Guayra and Puerto Cabello take them on board at 
Curagoa, together with those which, in a more limited quantity, are sent to the same 
market from the province of Padilla in the Colombian department of the Magdalena. 

The postal service between Colombia and the United States is carried on by these 
same lines of steamers, although the Spanish Transatlantic line does but little of it 
on account of the length of its route and the slowness with which they necessarily 
carry the mail. Colombia also has a postal system well established and organized, 
but subject to tlie obstacles naturally offered by the undeveloped condition of its in- 
terior means of communication. 

With regard to telegraphic communication, Colombia has all that is at present 
needed, considering its present commercial and industrial condition. The length of 
the telegraphic lines now in operation measures more than 4,600 kilometers, and it 
may be said that all the towns of any importance, no matter how small they are, can 
communicate with each other and with all the countries of Europe aud America, by 
means of the cable which touches at the ports of Colon, Panama, and Buenaventura. 
The telegraphic system of Colombia connects at the north with that of Venezuela, 
and at the south with that of Ecuador ; so that Colombia is at present in posses- 
sion of easy, frequent, aud rapid communication with those two Republics. 

The latest statistics published by the Government of Colombia on the exterior im- 
port and export trade of thr country refer to the year 1887. We find therein that 
the exports, uot including those of the department of Panama, which enjoys freedom 
from import duty, reached in that year the sum of $14,000,000. The export of nat- 
ural products from the Isthniuu may be estimated at $1,200,000 ; and it may therefore 



IMPROVED POSTAL AND CABLE COMMUNICATION. 



19 



be said that tlie exports of Colombia reached in tbe year 1887 the sum of $15,200,000. 
According to oflScial docaments published by the United States Government,* the ex- 
ports of Colombia to that country in the fiscal year ending June 30, 1889, amounted 
to $4,263,519, without including in this sum the gold and silver, coined or in bul- 
lion, imported from Colombia in the same year, which appear in the said documents 
and amount to $1,642,795. It also appears therein that the exports of the United 
States to Colombia in that fiscal year amounted only to $3,703,705, or $1,194,298 less 
than those of the year ending June 30, 1888, in which they amounted to $4,923,259. 
With respact to the imports brought from Colombia, precious metals not included, it 
may be observed also that in 1889 they were less than the previous year. It appears, 
in fact, that in 1888 they amounted to $4,393,258, or $129,739 more than in the year 
following. 

Unlike what has been said of Colombia, Mexico, the Central American Eepublics, 
and Venezuela figure in the statistics as having exported more to the United States 
in 1889 than in 1868. With regard to Mexico it would perhaps not be exaggerating 
to say that, taking into consideration the total amount of its export trade, the in- 
crease is something remarkable, for it appears that in 1889 Mexico sent to this coun- 
try products to the value of $21,253,601, or $3,923,712 more than in the year 1888, in 
which it only exported to the United States $17,329,889. The Central American Re- 
publics, which, in 1888, exported to the United States $7,623,378 worth, are put down 
in 1889 for $8,414,019 ; that is, with an increase of $790,641 The increase of the ex- 
ports of Venezuela is less noticeable, because in 1888 they were $10,051,250 and 
$10,392,569 in 1889, making a difference of $341,319 in favor of the latter year. The 
difference between the exports of Colombia in 1888 and those of 1889 is, however, of 
slight amount ($129,739), and may be easily and satisfactorily explained by the de- 
crease of value in this market of some of the principal articles which Colombia ex- 
ports. The difference is certainly of value and not of bulk. 

According to the recent report of the United States Treasury Department, the ex- 
ports of Mexico, the Central American Republics, Colombia, and Venezuela to this 
country during the last ten years are as follows : 



Year. 


Mexica. 


Central 
America. 


Colombia. 


Vene- 
zuela. 


1880 


?7, 210, 000 
8, 320, 000 

8, 460, 000 
8, 180, 000 

9, 020, 000 
9, 270, 000 

10, 690, 000 
14, 720, 000 
17, 330, 000 
21, 253, 601 


$3, 310, 000 
3, 160, 000 

4, 740, 000 
5, 120, 1.00 
6, 160, 000 
6,410,000 

5, 910, 000 
7, 640, 000 
7, 620, 000 
8,414,019 


$8, 440. 000 
5, 990. 000 
4, 900, liOO 
5, 170, uOO 
3, 890, 000 

2, 340, 000 

3, 010, 000 

3, 950, 000 

4, 390, 000 
4, 263, 789 


$6, 040. 00 


J881 


6, 600. 00 


1882 


5, 750. 00 


18H3 - 

1884 


5, 900. 00 

6, G70. 00 


1885 


6, 310. 00 


1886 , 


5, 7911. 00 


1887 


8, 260. 00 


1888 


10, 050. 00 


1889 


10, a92. 56 







Upon examination of the above table it is evident that the exports of Mexico, 
Central America, and Venezuela to the United States have increased notably in the 
last few years, while those of Colombia have decreased. With regard to Mexico, it 
is seen that the exports in 1889 exceeded those of 1880 by $14,040,000, which means an 
increase of two-thirds. The exports of the Central American Republics, which in 
1880 were only $3,310,000, amount in 1889 to $8,414,000, making an increase of 
$5,104,000 in the course of ten years. Venezuela, which in 1880 exported $6,040,000, 
increased its exports $4,352,000 In 1889, since in that year they amounted to $10,392,000. 
On the other hand, Colombia, which in 1880 exported to the United States jjroducts 
to the amount of $8,440,000 saw its exports reduced in 1889 to $4,263,000, which marks 
a falling off of $4,177,000, equivalent to one-half. 

With regard to the importation of American merchandise, comparing that of 1880 
with that of 1889, it is also observed that while those of Mexico, the Central Ameri- 
can Eepublics and Venezuela have steadily increased, those of Colombia have de- 
creased in a marked manner. Mexico, which in 1880 only imported $6,070,000 worth, 
imported $10,890,000 worth in 1889, and there was one year (1883) in which its imports 
amounted to $14,370,000. Those of the Central American Republics, which in 1880 
only amounted to $1,730,000, reached $4,150,000 in 1889. Those of Venezuela, which 
were only $2,270,000 in 1880, passed $3,000,000 in 1888, and in 1889 amounted to 
$3,700,000. Those of Colombia were $5,230,000 in 188C, $5,180,000 in 1881, $6,230,000 
$5,970,000 in 1887, $4,920,000 in 1888, and $3,730,000 in 1889, There was, therefore, a 

•Annual report of the Chief of the Bureau of Statistics on the foreign commerce 
of the United States for the year ending June 30, 1883. 



20 IMPROVED POSTAL AND CABLE COMMUNICATION. 

in 1882, $13,720,000 in 1883, $6,170,000 in 1884, $5,400,000 iL 1885, §5,290.000 in 1886, 
decrease of $1,500,000 in the importations oftlie last-named year as compared with 
those of 1880. 

The decrease of exportation from Colombia to the United States began to be felt in 
a marked manner in 18«1. In fact, from $''?,440,000, tlae 8nm reached in 18H0, they fell 
to $5,990,000 iu that year, sliowing a decrease of §2,450,000. They were still less iu 
1882, since thej only reached $4,9(30,000 ; and al though a slight rise of $290,000 is noted 
in 1883 over the prerioas year, the decrease is sf ill more notable in 1884, in which they 
only reached $3,890,000, or less than one-half of the araoiiut reached five years before 
The marked diminution of the exports of 1885, in which year they only amounted to 
$2,340,000, and those of lt86, which scarcely reached $3,010,000, is explained by the 
civil war in which the country found itself at that tiioe ; for, after order was re-estab- 
lished, it is seen that they not only recovered their previous level, but underwent an 
increase, although but a .slight one, over the exports of 1884, ihe year immediately 
preceding the civil war. 

Upon comparing ihe importation of American merchandise entered at Colombia 
during the years 1882-'87 with the exports made from Colombia to the United States 
in the same period, a considerable inoquilibrium is observed. It is, nmreover, to be 
noted that the excess of imports over exports reached the sum of $1,270,000 in 1882, 
$1,550,000 in 1883, $2,280,0u0 iu lb84, $3,060,000 in 1885, $2,280,000 iu 1886, $2,020,000 
in 1887, and $530,000 in 1H88 ; making a total of |12,990,()uO in seven years. The year 
1889 already exhibits a difference of $530,000 in favor of exports, and everything leads 
one to believe that in the current iiscal year they will exceed the imports. The in- 
equilibrium observed is, however, easily explained. 

At the same time that the decrease of exi^orlation commenced in Colombia, the 
Avork of excavating the canal was begun at Panama, and the Isthmus increased con- 
siderably its iraportatiou and consumption, paying for them not with its own prod- 
ucts, but with the money belonging to that enterinise. The difference between the 
importation and exportation above noted was not liquidated with specie sent out by 
Colombia, nor by the sale of Colombian articles in European markets; it was paid 
from the funds of the French stockholders. This explains why, while the exports of 
the years 18S5-'86 fell to so low a figure on account of the disturbances in the peace 
of the country, the imports did not decrease in those years in the same proportion. 
The consumption of the Isthmus increased, while that of the rest of Colombia dimin- 
ished. But the diminution of the work on the canal in 1888, and its final suspension 
in 1889, brought with it a reduction in the amount of consumption. This explains 
the notable decrease of importation during those years. The exceptional circum- 
stances in which the Isthmus of Panama found itself from 1881 to 1888 increased the 
consumption of foreign goods in an extraordinary manner; but they in nowise con- 
tributed to angmeni either the exports of the rest of the country or of that region 
itself. Since the imports of the country are at present reduced to what can be i)aid 
by exports, the figures of both in the year 1889 show us what is the amount of com- 
merce between Colombia and the Ujiited States iu normal conditions. 

Among the intertropical countries of America, Colombia has perhaps been the most 
deeply affected by the decline of commerce and industry which, with variable in- 
tensity, has made itself felt all over the world during' the last fifteen years. None of 
them have seen, as Colomlfia has, their exports so grt-atly diminished, nor found them- 
selves, as she has done, on account of her peculiar topoginphical condition, sur- 
rounded by so great obstacles to utilizing Lho forces which the decay of her ancient 
industries has left idle. With regard to toliacco, which was jireviously cultivated in 
abundance and exported to the value of several jnillions of dollars, it may be said 
that at present only a sufficient quantity is produced for home consumption, since 
exorbitant customs duties, which migbt be called prohibitive, have driven it away 
from the former markets. 

The exportation of cinchona bark has entirely ceased. In order to appreciate prop- 
erly the importance which this product had in the external trade of Colombia, it must 
be borne iu min<i. that on account of the immense quantities of it exported from that 
country, her exports to the United States amounted to $12,284,063 in 1875, or $8,021,000 
more than in 18s9; and in order to estimate the intluence which the production of 
Colombia had in the market of that product, it is sufficient to recollect that quinine, 
which is extracted from it, that in 1876 was only sold at the rate of 6s. dd. per ounce, 
in 1877, on account of an interruption in the exportation of cinchona from Colombia 
occasioned by civil war and obstructions to the navigatjion of the Magdalcua Kiver, 
went up to the unheard-of price of 16.t. 9d. ($4.70) per ounce. The price of this chem- 
ical product began to fall in 1879, and from 1S83 onward it declined with such rapid- 
ity that the current price in Europe in 1887 was only Is. Gd. (30 cents) per ounce, or 
even still less. The last quotations of the London market give this same price iu the 
present mouth to English quinine, and Is. 'M. to that of German production. 

The decline in price of an article ofsuch general audcoustantcouHumptiou as this is not 
difficult to explain. It is a Well-known fact that ten or twelve years ago the prodno- 



IMPROVED POSTAL AND C4 BLE COMMUNICATION. 21 

tiou of cincliona was a kind of monopoly with some countries of the northern part of 
South America, where the tree producing the bark grows wild in surprising profusion. 
But the carelessness, lack of method and system, in the collection of the bark, gave 
rise to the fear that the production of so necessary an article would greatly decline, 
and perhaps even become exliausted, and, actuated by this ftar, the Governments of 
Holland and Great Britain decided to attempt the cultivation, of the cinchona-tree in 
their colonies of Java and the East Indies. The lirst seeds a.nd plants were carried 
thither from South America in 1861, and the first exportation of bark from that region 
to Europe, consisting of only 2S ounces, was made iii 1869. The production of it in 
the Island of Ceylon was growing so euormonsly from year to year that in the year of 
1882-'83 6,925,000 pounds of it were exported from that place ; from 1883 to 1884, 
11,500,000 pounds ; and from 1885 to 1886, 15,364,912 pounds.* The exportations of 
Java have been smaller in quantity, but not less important, since in 1887 they exceeded 
2,200,000 pounds. The necessary result of such an immense production was the rapid 
decline in the price of this raw material and of the article extracted from it. To tids 
depreciation further contributed two ohher causox, tlio influence of which it is impos- 
sible to ignore. In the first phice, the South American bark generally yielded but 2 
per cent, of sulphate, while that of Ceylon and Java, due to the cultivation of the 
tree, produced from 8 to 12 per cent. In the second place, because of the discovery 
and employment of new and more economic processes, there can actually be obtained, 
with less expense and in the course of three or five days, a greater quantity of (juinine 
than was before extracted in twenty days by means of the processes which were then 
employed. 

The exportation of cinchona bark from Colombia having entirely ceased, a greater 
impulse was given to the cultivation of coff'ee, until this product became the princi- 
pal article of export. But coffee, like hides aud all the natural products which Co- 
lombia exports, has suffered an enormous decline in the market because of competi- 
tion with other countries which produce them with greater advantage ; and thus is 
explained why an increase in the volume of exports does not signify for Colombia 
a proportional increase in the value of the same. 

Colombia, like other Siianish-Aimrican countries, contends with the difficulties 
which nature has opposed to convenieni, rapid, and economical coramunicaton, in its 
own territory, and which make the transportation of its products to the sea coast 
extremely difficult and expensive. It is this lack of ways of comnmnication and of 
transportation which coustitntesthe most powerful obstacle to the economical aud in- 
diistrial development of those countries. 

Because of the ini perfect, aud backward state of the means of transportation em- 
ployed the exports are limited to artich-s which, of small volume and little weight, 
are intrinsically valuable; and with respect to said articles they are compelled to 
challenge the competition of producers who, disposing of abundant capital and pro- 
vided with improved implements of labor and easy, economical, and rapid means of 
transportation, offer these same articles in the market at prices which are occasionally 
ruinous for the producers who do not possess identical advantages for their produc- 
tion and transportation. "Railways and steam-ships," said the French economist, 
Leroy Beaulien, "are the levelers of prices ; there is no intlnence so potent as theirs." 
The general depreciation of articles of universal consumption confirms this opinion, 
should such statement need demonstration. Wheat, wool, cotton, silk, petroleum, 
linseed-oil, coilee, and tea, copi^er, lead, iron, quicksilver, silver, tin, coal, quinine, 
paper, nitrate of soda, beef, sugar, hides, cheese, and fish are articles of universal 
consumption, and their actual price is much less than fifteen years ago, due to a. 
greater and more economical production, stimulated by the increase of consumption, 
caused by the facilities and low rates of water and land transportation. 

The decline in the price of some of these articles is really surprising. Thus, for 
example, refined petroleum which in 1873 was worth 23.59 cents a gallon, fell in 1887 
to 6J cents. Refined sugar, in bond for export, which in 1880 was only worth 5.08 
cents a pound in New York, declined still more, and there was a time (July, 1887) 
when it only brought 2.37| cents a pound. Salt beef for export, which averaged in 
the United States in 1884 only 8.2 cents a pound, dropped to 6 cents in 1886. Salt 
pork declined during the same period from 8.2 to 5.9 cents ; bacon and hams from 9.6 
to 7.5 cents, and lard from 0.4 to f).9 cents. 

The immediate and necessary effect of the present system of transportation by rail- 
way and steam-ship has been uniformity in the prices of the necessary commodities 
and the final disappearance, in all civilized countries, of local markets with enor- 
mous differences in the prices of such articles. It does not happen to-day, as for- 
merly, that the loss of the crops in a province, or even in an entire country, will expose 
the inhabitants to the horrors of famine. An eminent American economist has well 

•According to the last statistics the production of Ceylon has been diminishing 
Blnco 1886. It appears that from 1886 to 1887 it was 14,389,184 pounds ; from 1887 to 
1888, 11^704, 932 poanda; and from 1888 to 1889, 10,798,487 pounds. 



22 IMPROVED POSTAL AND CABLE COMMUNICATION. 

said that the railway and steam-ship have already decided that in the future ther« 
will be but one market for cereals — the world ; and he atids that abnormal prices in 
one country or market, or excessive reserves in one center or another, will be surely 
and rapidly neutralized and controlled by the influence of all countries and markets. 

But the improvement and progress in the means of coramunicaiion which produce 
these results, and by bringing together the remotest regions make the world a single 
market and level and equalize prices, far from diminishing, widen and deepen the 
line which separates civilized countries from those which have not reached an equal 
degree of prosperity and development. Doubtless these less-favored countries par- 
ticipate also, although in a very limited way, in the benefits which such transforma- 
tion has produced. Considered in their relation to the rest of the world, it is observed 
that those countries which lack railways actually obtain, at a lower price than 
formerly, foreign articles of necessary consumption. The reduction in the cost of 
production and in maritime fares explains the reduction in prices. 

But, as producers and exporters, the only influence which might help to lower the 
eost of transportation of their commodities to foreign markets and allow them to 
contend with the competition of those who produce them under better and more 
favorable conditions, is not always felt, because their limited trade offers no field to 
competition and generally falls into the hands of steam-ship lines which monopolize 
it and impose upon it excessive burdens, thus reducing to the least figure the earnings 
of the exporter. Undoubtedly, the countries which are found in such condition 
possess great advantage in the fact that the maritime communications at their serv- 
ice may be more rapid and convenient and, especially, cheaper. But, more than 
new lines of steam-ships and great facilities for maritime communication, these 
countries need railways, which shall develop their domestic trade, and shall enable 
them to inmport the heavy and bulky apparatus which their industry lacks, and 
transport to the sea-coast their agricultural products and the fruits peculiar to their 
soil; the dye, cabinet, and timber woods which abound in their forests, and the 
ores of their inexhaustible veins. 

The export trade of these countries is not limited by the lack of maritime trans- 
portation, but by the production which finds in the absence of railways the principal 
obstacle to its development. The day in which it shall incr ease there will be no 
lack of steam-ships to contend in the ports for the freight which will arrive there for 
foreign markets, and that will bring from the latter the products which shall be sent 
in return. New lines of steam-ships which may be established now will divide the 
existing traffic, bat will not increase it. Colombia desires to possess better and 
more convenient means of communication with the United States than she actually 
has, but her foreign trade can not support more steam-ships than those employed now. 
She desires cheaper and better means of transportation, but not in greater number. 
If her production and export trade increase, her maritime communications will surely 
improve, just as Venezuela has seen hers improve wi^ih the growth which her exports 
have lately experienced. 

CliMACO Caij)er6n, 
Delegate from Colombia. 

Washington, January 27, IS90. 



IMPROVED POSTAL AND CABLE COMMUNICATION. 



23 



Cable Service. 
Mexican, Central, and South American Telegraph Company rates via Galveston. 



Cotmtries. 






^5 
Pt<-i n 
CI =.9 

o o 

a ^ >, 
-« o 



1^ lE^ Ota 



Salvador . . . 
(Guatemala , 
Jlondoras.. 



Nicaraffaa . 
Costa Kica. 



United States of Colombia. 
Eonador 



Peru , 

Bolivia, all points . 



Chili. 



Argentine Republic 



Uruguay.. 
Paraguay 



Brazil. 



> Libertad * 



? San Juan del Sur t . 

( Panama 

< Colon 

( Buenaventura \ — 

(St. Elena 

\ Guayaquil § 

(Payte 
Callao 
Lima 
MoUendo 



Ter word. Per word. 
$0.72 $0.72 



f Arica 

1 Iquique 

I Antofagasta 

<; Caldera 

Serena 

Valparaiso 

Inland stations in Chili 

Buenos Ayrca and other places in the 

Argentine Republic, 
Montevideo and other places in Urugnay 
Asuncion and other places in Paraguay . 
'Rio Grande , 

Sta. Catarina 

Desterro 

Santos 

Pemambuco , 

Maranham 

Pari 

Cearil , 

Other places North of Rio 

. Other places South of Rio 



.97 

.97 
.97 
1.09 
1.74 
1.74 
1.89 
1.83 
1.72 
2.44 
2.09 
2.25 
2.25 
2.25 
2.25 
2.25 
2.25 
2.25 
1.82 

2.00 
1.82 
2.09 
2.09 
2.09 
2.09 
1.69 
2.59 
2.59 
2.59 
1.89 
2.09 



.98 



1.10 
1.75 
1.75 
1.90 
1.84 
1.73 
2.45 
2.10 
2.26 
2.26 
2.26 
2.26 
2.26 
2.26 
2.26 
1.83 

2.01 
1.83 
2.10 
2. iO 
2.10 
2.10 
1.70 
2. CO 
2.60 
2.60 
1.90 
2.10 



Per word. 
$0.68 



.93 

.93 
.93 
1.05 
1.70 
1.70 
1.85 
1.78 
1.68 
2.40 
2.05 
2.21 
2.21 
2.21 
2.21 
2.21 
2.21 
2.21 
1.72 

1.96 

1.78 
2.05 
2.05 
2.05 
2.05 
1.65 
2.55 
2.55 
2.55 
1.85 
2.05 



* To all places beyond Libertad in Salvador, Guatemala, and Honduras add 5 cents per word in ad- 
dition to the rates to Libertad. 

t To all other places beyond San Juan del Sur in Nicaragua and Costa Rica, add 5 cents per word in 
addition to the rate to San Juan del Sur. 

X To all places beyond Buenaventura in United States of Colombia, add 5 cents per word in addition 
to rate to Buenaventura. 

5 To all other places in Ecuador, 10 cents per word in addition to the rate to Guayaquil. 

Inland Government line stations in Brazil, 15 cents to be added to coast station rates. 

In Central and South Ameiica addresses, the name of places, such as Buenos Ayres, Buenaventt ra, 
will be counted as one word, irrespective of the ten-letter or compound word rule. 



24 IMPROVED POSTAL AND CABLE COMMUNICATION. 

Cahle rates (per luord) via Cuha, West Indies, and Windward Islands. 



STicaragua 

Costa Kica -..• 

San Salvador (La Libertad) 

Guatemala 

Honduras 

Mexico : 

Salina Cruz 

Hayti : 

Mole St. Nicholas 

(To other places in Hayti charge 
25 cents for additional postage.) 
San Domingo : 

All points 

Island of Gura9oa 

South America. 
Venezuela : 

La Guayra 

All otlier points 

United States of Colomhia : 

Buenaventura 

Other places 

Aspiu'.vall (Colon) 

Panama 

Ecuador : 

Guayaquil 

Santa Elena 



East 
of Mis- 


"West 
of Mis- 


sis- 


sis- 


sippi. 


sippi. 


$2.50 
2.5i 
2.57 
2.62 
2.62 


$2.50 
2.64 

2.67 

2.72 
2.72 


2.76 


2.86 


1.67 


1.77 ' 


2.17 
2.25 


2.27 
2.35 


2.24 
2.43 


2.52 
2.53 \ 


2.57 

2.62 

.97 

.97 


2.67 ' 

2.72 

.97 ; 

.97 1 


2.82 
2.82 


2. 92 i 

2! 92 1 



Stations. 



South America — continued. 

"Peru : 

Pay ta 

Lima and Callao . . . 

Havana 

Cienliiegos (see note) 

Santiago (see note) 

Jamaica 

Porto Kico 

St. Thomas 

St. Croix 

St.Kitts 

Antigua 

Guadaloupe : 

Basse-Terre 

Point-^-Pitre 

CapesteiTe 

Dominica , . 

Martinique : 

Fort-de-France 

St. Pierre 

St. Lucia 

St. Vincent 

Grenada 

Bai badoos . ." 

Trinidad: 

Port of Spain 

Other places 



East West 
of Mis of Mis- 
sis- sis- 
sippi. sipiii. 



$3.00 


$3. 10 


3.17 


3.27 


..50 


.60 


.44 


.54 


.44 


.54 


1.35 


1.45 


2.08 


2.18 


2.17 


2.27 


2.22 


2.32 


2.35 


2.45 


2.41 


2.51 


2.49 


2.59 


2.51 


2 61 


2.51 


2.61 


2.55 


2.65 


2.60 


2.70 


2.60 


2.7* 


2.66 


2.76 


2.73 


2.83 


2.83 


2.93 


2.84 


2.94 


2.94 


3.04 


2. 90 


3.06 



Note. —To the word rate to Oienfuegos add $2. 25 for ten words or less and 22 cents for each word 
over ten. To the word rate to Santiago add $3. 00 for ten words or less , and 30 cents for each word 
over ten. 

Cable rates per tvordfrom London to Central and South America. 



South America. 

Argentine Eepublio - 

Bolivia : 

La-Paz 

All other offices.. 

Brazil : 

Pernamliuco 

Fortaleza, Maranham, Parii, and all 
officios between Pernanibucoand ParA 

(Region du Nord) 

Kio de Janeiro and all ofiices between 
Eio and PeinamViueo (Region du Cen- 
tre) - 

All ofiices soutliof Rio (Region du Sad) 

Chili 

Colombia (United States of): 

Buenaventura 

Colon 

Panama 

All other offices 



Rate. 



$1.72 



3.47 
1.88 



1.67 
1.88 
2.16 

4.66 
4-70 
4.70 
4.70 



Ecuador : 

St. Elena and Gu.iyaqull 

ParagTi.ay 

Peru": 

Arequipa, Islay, MoFendo 

Puuo, Callao, and Lima 

Payta 

Urnguay : 

Montevideo, etc 

Central America (via Brazil) 

Costa Rica 

G uatemal a 

Horiduriw (Independent) 

Nicaragn;>. : 

San Juan del Sur 

All other offices 

San Salvador : 

La Libertad 

All other offices 



Rate. 



4; 37 
L72 

3.35 
3.80 
4.37 

1.96 



6.55 
6.78 
6.78 

6.49 
6.55 

6.72 
6.78 



NoTK. — To ascertain the cost of a cablegram from W-ishington to the above-mentioned offices in Cen- 
tral and South America via London, 28 cents per word, the rate to Great Britain, Ireland, France, and 
Germany from Washington, ehonld be added. 



improved postal and cable communication. 25 

Appendix O, 

Statement of Wiij.iam H. T. TTcGtms, of New York. 

The Chaikman (Mr. Ar<agon), Tlio noinmittee will proceed at once to the consid- 
eration of the biisinpss before it. The committee is silting to-day for the purpose of 
inquiring into the feasibility of estenrlinii; commeroial relations between tlie IJnited 
States and the countries boixlering on tlie Gulf of Mexico and the, Caribbean Sea. 
Gentlemen have come before us to-day for the purpose of giving us their ideas in respect 
to this matter, and we will proceed with the hearing, talking the views of each gea- 
tleman in liis turn. 

We will proceed first with the hearing of IMr. William H.. T. Ilughes. 

Mr. Hughes. Mr. Chairman, I did not come here prepared to make an argument 
before your cominittoe. I came to this city with the idea in my mind that the Com- 
mittee I was to meet to-d.ay was the Committee on Communication on the Athmtic. 
I piepared a paper to read before that committee. The theories I advance in my 
paper, so far as steam-ship lines are concerued, are substantially the same as I would 
advance to you. If your committee would like to hear it read, I will do so. 

The Chairman. Upon the general topic I suppose your paper would apply as well 
to the subject before us as to the subject before the Committee on Communication 
on the Atlantic. 

Mr. Hughes. This paper applies as well to this committee as to the other. The 
main object of this Conference, as I understand it, is to develop trade between the 
Unit/ed States and the countries south of us, and to bring the peoples of this great 
hemisphere into more friendly relations with one another; and it seems to me that 
the most important part of the work of the Conference, if my idea of its object 
is correct, devolves upon the Committiie on Comiuuuieation. No trade can be de- 
veloped to any extent without constant, rapid, and frequent communication between 
the countries desiring to trade together. To develop trade between any two na- 
tions it is, in my opinion, absolutely necessary that the people of those two nations 
should intermingle and exchange views, study each other's wants, and become inti- 
mately acquainted. So long as there is no communication of a good, rapid, and cheap 
nature there will be no trade. To illustrate my idea I would say that while the dis- 
tance from New York to Philadelphia is far greater than that to many small towns in 
its immediate vicinity, Philadelphia is virtually nearer New York than these towns. 
Why? Because there are fast and comi'ortalile trains at a reasonable price every 
half hour during the day to Philadelphia, and if I want to go then; to attend to 
some business I can start out in the afternoon from New York, att<iud to my business, 
and be back at my own home at my usual hour of retiring. Wb.ereas to the smaller 
towns around our great metropolis, did I wish to go there in the afternoon it would 
be necessary for me to stay all night, I believe in the same way, in lact I know it to 
be so, that if I could run down to Buenos Ayres in (iftcen days instead of thirty-five 
or forty, as it would take me with the present facilities, in good steamers, at a reason- 
able rate of passage, I should make the trip at least once a year, perhaps twice, have 
a talk with my correspondents, get to know them and their wants better, and' have a 
more intimate knowledge of the business which I was doing, and of the standing and 
financial responaibilitv of my correspondents, which is in itself the basis of all busi- 
ness 

I ilrmly belies'e that had we had for the past five years a line of steam-ships running 
from New York to Monte Vid^and Buenos Ayres in fifteen or sixteen days the busi- 
ness relations between the twi^countries would have been so extended that there 
would have been no necessity for the Conference which you gentlemen from the Ar- 
gentine Republic and Uruguay are to-day attending. The only American line of any 
importance on the Atlantic is the United States and Brazil Mail Steam-ship Company, 
which has had to struggle hard to keep ailoat, and which sails from New York for 
Brazilian ports only about once every twenty or thirty days, and by being forced to 
touch at so many ports to eke out an existence destroys its usefulness as far as the 
development of traiie is concerned, owing to thi' amount of time that it takes between 
its terminal points. The schedule time, for instance, of the ship which left New York 
oft llie 8th instant makes her due at Rio Janeiro on the 4th of February, or, say, 
twenty-seven days, and this, to my mind, entirely destroys her usefulness as a traae 
developer. The question naturally arises, if this is so, why do they not run faster? 
Simply because the trade is not yet sntHcicDtly developed to pay i'or separate lines 
being run from New York to all the diilerent ports at which it touches, and capital- 
ists are naturally averse to putting their money into any enterprise from which an 
immediate revenue can not be derived, aud which would show -a heavy loss before 
any profit could be anticipated. It therefore beccues necessary for the Governments 
interested in developing trade between their various countries to come to the aid qf 



26 IMPROVED POSTAL AND CABLE COMMUNICATION. 

the mercTiant marine until such time as the business shall be sufficiently established 
to make the line self-supportiufj. The policy and saccess of Great Britain in devel- 
oping trade with her coloni«s and with foreign countries has fully proven that this 
theory is a correct one. Germany and France are to-day following in these foot-steps. 
Italy is paying handsome subsidies to fast steam-ship iiues to such countries as her 
people trade with, and even Spain is to-day a liberal supporter of steam-shiplines to 
all parts of the world. 

Last March I had the pleasure of submitting my views as to " How to develop our 
trade with the countries south of us" to the Business Meu's Republican Association, 
of the city of New York, and shall hand your committee a copy of that address for 
their perusal. I firmly believe that the views therein submitted are correct ; that 
the best and speediest way of establishing snch lines as we require is the one sug- 
gested in that address, viz: that the Government guaranty to the stockholders in the 
companies which may be formed to run such lines as are required, a given percentage 
on their capital ; but I am told by men more experienced in legislative matters than 
I am that it would be impossible to get such a guaranty from our Congress. 

The bill now before Congress, known as the " tonnage bill," and which is in part 
based upon the French bill of a like nature, already in successful operation, will no 
doubt materially aid the development of the American merchant marine, but in 
special instances where a long distance and rapid service is required I fear that it 
will be necessary to make some arrangement whereby a greater compensation than 
that suggested in the bill referred to, viz : 30 cents per registered ton for every one 
thousand miles sailed shall be given. At all events for four or five years, until such 
time as the steam-ship shall have made the business. 

I have lately given some time to the study of the establishment of a direct steam- 
ship service between New York, Uruguay, and the Argentine Republic, and have gone 
so far as to get out plans and estimates for the ships that I consider best adapted to such 
service, and believe that if the tonnage bill passes I shall be able to carry out my 
project, provided I can also get some assistance from the governments of the Argentine 
Republic and Uruguay. These ships, with the speed that I propose to give them, 
making only one stop for coal and provisions on the road would, on a careful estimate, 
leave a loss to the owners, imtil such time as the freight and passenger traffic was 
fairly developed, and it seems to me that it wiU be money well invested for the Gov- 
ernments of the United States, Argentine Republic and Uruguay to jump into the 
breach and meet such loss, as once the trade is developed the countries themselves 
would be the gainers. 

My idea has been to build three ships, of an average speed of 16 knots, with 
which, with proper facilities for prompt handling of cargo at Montevideo and Buenos 
Ayres, I could probably make a departure about every twenty days from New York ; 
but to properly extend the business there should be a direct departure from New York 
to the River Plate at least once every ten days, or even once a week, but to bring this 
about at the rate of speed indicated, and with boats of a suitable size, would require 
a capital of between $5,000,000 and $6,000,000, and unless liberal support could be 
counted upon from the jgovernments interested, I am afraid that the requisite capital 
would be difficult to obtain. I know that this project is looked upon by many so- 
called bright business men as a visionary idea; but all men who have attempted to 
start anything a little ahead of their times have been called visionary. When my good 
friend, Hiuton Rowan Helper, first spoke to me about his great railroad project from 
end to end of the three Americas, I not only thought he was visionary, but I seriously 
considered whether it was not my duty to apjjly to the proper authorities to have him 
confined in a lunatic asylum. I now think that he was simply a man a little ahead of 
hie time. I apologize to him for my previous views, and firmly believe that if lam 
allowed to remain on this earth for ten years longer I tiroll live to see his great pro- 
ject realized, and that we shall step into a vestibule train on the Pennsylvania 
Railroad at New York and run through without change of cars to my native city of 
Buenos Ayres. If this can be done, may it be my privilege to pave the way for this 
far greater enterprise by aiding its development with the establishmeut of a steam- 
ship line worthy of connecting the two greatest republics of the world. 

John Roach, the greatest Irishman that ever came to America, whose memory 
should be enshrined in the heart of every man who takes an interest in the merchant 
marine of America, was called a dreamer and a lunatic, and was crushed in his de-^ 
clining years by the political scheming of men unworthy of the honor of latching his 
shoes, but his spirit still lives, and the magnificent line of coasters on our eastern 
shores, and the fleet of cruisers we have just sent abroad to carry our flag across the 
Atlantic, are the greatest monuments to his memory. I had the privilege of calling 
him my friend, and if any efi'ort of mine can aid in extending that line of American 
ships down the east coast of South America, yes, and through the Straits of Magellan, 
and up the west coast again to the entrance of California's Golden Gatb, I shall feel 
that his Mendship was not wasted upon me, and that the seeds that his patriotism, 
energy, and indomitable zeal have sown have borne good froii. 



IMPKOVBD POSTAL AND CABLE COMMUNICATION. 27 

Should the governments interested coincide with my views and aid in the estab- 
lishment of such lines as are necessary, let them insist on a fast service and a low rate of 
loassage ; the freight rates will take care of and equalize themselves. The banking 
lacilities required to aid in the development of commerce will naturally follow the 
tstablishment of rapid communication, and the intermingling of the people, which 
rapid communication and low passage rates would bring about, would develop the 
kade. 

The only eomntries with which we to-day do a large business, and for which we are 
not dependent on London for banking facilities, are Cuba and Mexico. Why ? Be- 
cause we have constant and rapid communication with those countries; because the 
people intermingle and know one another, and because the constant intercourse has 
taught them that they can buy what they want in the United States, and that we 
can make the goods and machinery they require as well as any European nation. As 
an apt illustration, that rapid and frequent communication and friendly intercourse 
is the best and only mode of increasing commercial relations, is the fact that in 1880 
our exports of machinery and agricultural implements to Mexico only amounted to 
about $400,000, and that in less than ten years they have increased to $4,000,000. 

The point now arises, from what port in the United States should the lines of steam- 
ers I have suggested start ? To this there is but one answer, viz. New York. Boston, 
Philadelphia, Baltimore, and New Orleans will all argue that if tlie Government 
subsidizes st^am-ships, they should all be entitled to the same advantage as New 
York, but this is not so, for New York is ^the central point, and there is where the 
ships will get the most of their freight and the most of their passengers, and until 
such time as the trade shall be sufficiently extended to warrant the establishment of 
lines from other ports, I claim that all the lines I have suggested should run from 
New York to the ports indicated. 

Let us hope, gentlemen, that before the opening of the great international exhibi- 
tion of 1892 in the city of New York, all these steam-ship lines shall have been estab- 
lished, and that all you gentlemen delegated to this Conference, and thousands upon 
thousands of your countrymen, will visit us and so enlarge our commercial, and 
friendly relations as to prove the wisdom and forethought of the able minds that in- 
augurated and brought about this Conference, which shall live in history as one of 
the greatest events known to the world. 

Service between this country and South America or Central America by sailing 
vessels will not do. That was tried for years and years and it failed. As an illus- 
tration I will state something that I know thoroughly. For instance, take crushed 
sugar, which is manufactured in the United States. At one time I exported large 
amounts of crushed sugar to South America. Why do I not do it now ? Because they 
have to cable for crushed sugar, and if it goes in a sailing ship it is indefinite when it 
will arrive, and it is apt to get damp in transit. The correspondent in South Amer- 
ica, on the other hand, can cable to France or England, where there are steamers 
leaving every few days, and they will know just when that sugar will get there and 
that it will get there in good condition too, and of course ray business is cut out. 
They can cable from South America to France or England thirty days later than 
cabling to me and get their sugar before I can get it there. 

Our banking facilities are bad because we have not the communication. It is a 
rare thing to see a draft on Europe for merchandise going to Cuba or Mexico, because 
there is close communication between those countries and ours, and they know each 
other, and the standing of the people there is known, whereas to deal with a country 
whose people you know nothiug about is out of the question. 

Mr. Hajsson. Is it not a fact, though, that business in Cuba and Mexico is done 
on a much shorter time tban in the South American states ? Are not the credits 
shorter ? 

Mr. Hughes. Not in the business that is done with the United States. It is true 
the credit system in business with Europe is on longer time, but that comes back to 
my argument, namely, that the reason for that is because there is more communica- 
tion with Europe and those South American people, and their standing is thoroughly 
familiar to the people they are dealing with. I was talking with Mr. Bliss on the sub- 
ject. He does a little business with South America ia dry goods. He told me that if he 
could jump into a steamer and go there and get bade quickly, he would just as soon trust 
a man there who was good, as a man in the United States who is good. He says, 
however, that he does not know them, and the reason that he does not know them is 
that there is no communication. For instance, if you wanted to go down there and 
went aboard an Atlas steamer and looked at it, perhaps you would conclude not to 
go. If, on the other hand, you could go in a comfortable ship, and you had had a 
talk with Mr, Aragon, and he invited you to go with him to his country you would 
do so. You would do so because yon conld travel comfortably and rapidly. Of course 
in all business matters we can do more business in five minutes conversation than in 
five years' correspondence. You can do in ten miiiutes' con veisation with a man what 
you would do in correspondenc© in ten years. Again, a merchant Likes to deal with 



28 IMPROVED POSTAL AND CABLE COMMUNIGA'JIOJS. 

a man he kno^vB. Now, as au instance, I will cite this case : I never met Mr. Aragon 
before I came bere, and if I wanted to know anything about Costa Rica, I would write 
to i\Ir. Aragon, knowing he would give me the information I desired. Iff had nover 
seen him ami <li(l not know what kiud of ft man he was, and had only hoard of him 
casually, hu would not have my confidence like he has it now from personal contact. 
If 1 am sitting in my office and a man comes in to see me I form au idea* in my mind 
as to whether I will trust him or not. I can not explain why. It is instinct. You 
can not form that idea from a man's correspondence. 

We do five-eighths of our whole business with the Argentine Republic. After an 
experience of twenty years as a coinmiswion merchant I have discovered that when 
our correspondent comes up here and remains a few months that we find new things 
to deal in. He picks up samples of a dozen things and that finally realizes a new 
business. 

Mr. Guzman. Of course these steamers must be built in tbe United States because 
of the laws of this country not permitting a vessel built in a foreign land to carry 
the flag of che United States. 
Mr. Hughes. Yes, sir; they must be built here. 

Mr. Guzman. Is your idea that this assistance shall come in the shape of a subsidy, 
or a mail contract ? 

Mr. Hughes. My idea is that the best way to do it is for tlio Government to lay out 
different routes of steam-ship lines and guaranty a percentage on the capital. That 
can not b© dosis; the thing has been caieiuUy studied here by the people interested 
and we have come to the conclusion that the only relief for the merchant marine that 
can be got through Congress is the tonnage bill. We have had several meetings and 
we have discussed it among men well posted, and it seems to me that is the most 
feasible thing that can bo got through Congress. 

Mi, Guzman. Is there not a bill now before the Senate which was presented by 
Senator Frye, looking to this .sort of thing 1 

Mr. Hughes. Yes, sir; I see by the papers that there is such a bill. 1 have not 
read it. 

Mr, Guzman. And then there is a bill authorizing the Postmaster-General to enter 
into contracts wit,b steam-ship lines for carrying the mails from the United States. 
Now is not snch a contract practically a subsidy? 
Mr. Hughes. Ves, sir ; it is a subsidy. 

Mr. Guzman. And in any shape that a subsidy is established it will answer the 
purpose ? 
Mr. Hughes. Yes, sir; in any shape. 

Mr. Guzman. Whether by a mail contract, or upon a tonnage basis, or in any 
other way ! 

Mr. Hughes. Yes; the basis of the whole thing is this, thait there is not business 
enough to su-jiport the ships that are required furllie purjioseof developing the trade. 
What we want is to incretise the speed and bri!);: ilie conntries closer together. 

Mr. Guzman. If the subsidy comes in the huape of mail contracts tti carry the 
mails of the United States only, then the United States would have to pay for it ? 

Mr. Hughes. Yes, but jou can make a contract with the other countries to carry 
their mails back. The United States mail is the mail out. According to the postal 
Bonvention, I believe, e^'ory country has to take care of its own mail. The United 
States paid the Brazil line a subsidy some years for carrying their mail. 

Mr. Guzman. Let us suppose that a line of steamers is eativbli^jlied from New York 
to Colombia and then enters into a contract to carry United States mails, and they 
receive so much a year for the same. Then Colombia, on the other hand, must pay 
i8o nnich for bringing their mail here. 

Mr. Hughes. That is what Colombia ought to do. It ought to be done jointly in 
some manner so that the Governments may insist upon a certain power and certain 
f^peed. Let tbem guaranty a given time between this port and that port, and pro- 
ride for a forfeit if the ^team-ship line does not live up to its contract. 

Mr. Guzman. But a steamer from New York to Aspiuwall would not only carry the 

';;olombia mail, but mails that would oouie that way from all parts of South Anierica. 

Mr. Hughes. Well, it would dejicud uj)on how much each Governmeul is benefited. 

Mr. Guzman. And you will have to calcnlale how nmch service each country re- 

■';eived from that line'in order to ascertain the proportion of subsidy each company 

diould ])ay ? 

Mr. Hughes. Yes. 

The Chairman. About what size ship do you think would be required for the kind 
Df service you indicate ? 

Mr. Hughes. A steamer half the size of the one you saw launched the other day 
would be suiiticient. That ship cost, ready for sea and with a speed of something over 
15 knots, about $4(50,000. That includes, of course, cabin fittings, etc., ready to go to 
sea. 

Mr. Guzman. So far as you decrease the size of the vessel, you at the same time 
d^Mjrease its 9[it5ed,do you not f 



IMPROVED POSTAL AND CABLE COMMUNICATION. 29 

Mr. Hughes. Not necessarily, bcoaiise yon can pu. the power in to drive anything 
fast. Of course yon would require more power, comparatively, to drive as fast a 
sliortor than a longer steamer. 

Mr. Guzman. What is the difj'erence between the price of coal in the United States 
and in England f 

Mr. Hughes. There is no difference. The nominal price of .qoft coal is $3.50 a ton 
alongside the ship. In buyingit byyearly contract for asteam-ship line you do better 
than that. It costs .$225,000 a year per ship for the coal used in the Gulf trade. 
That is for passenger sbips. 

Mr. Hanson. It will not be practicable to run steamers to all the ports on the Car- 
ribbean Sea av.d Gulf of Mexico in order to get quicker conuiim;ication between there 
and here, becaa.se it would require too many lines. What do you think of putting 
on station steamers that would enlioct the traffic at the minor ports and take the 
same to the central port whore tliohe last steamers touch? 

Mr. liuGiiKS. That is a failure. The rehaudliug knocks around the freight too 
much. Costa Rica has a larg<,- friiii} trade that could be developed with the United 
States if that country bad fast communication with this couutry ; but every time 
the packages are knocked al)()ut I he fruit is damaged. The more ports you call at 
the more you destroy the use of that boat as far as the development of trade is con- 
cerned, 

Mr. Hanson. The question is, whether the business is sufficient to justify a large 
number of lines. If you had station steamers to collect the Iruit, for instance, and 
bring it to a ceutral point, would not the development of that system overcome to 
some extent the drawback of i.he deterioration of the fruit on account of extra hand- 
ling ? I mean, of course, with this quicker service that we speak of. 

Mr. Hughes. In the fruit business, of course the speed of delivery is what you 
want. You not only damage fruit by keeping it tied up for a long time, but you also 
damage it by handling. 

Mr. Hanson. Are those small boats that run to Greytown f 

Mr. Hughes. They are pretty tough specimens. There is another advantage in 
having fine boats between those coui] tries and this. If yon send a fine American-built 
boat to those ports, the people of tbose countries will go aboard it and examine it. 
You will find that these South Americnn peo])le have quite a mechaiiical turn about 
them, and they judge your capability by the manner in which your boat is built. 



How TO DEVELOP OUR TRADE WITH CiCNTRAL AND SOUTH AMKRICA. 

[A paper read by William H. T. Hrigljef at the first gtnural meeting of the Business Men's Eepul)- 
licau Association of the oitj- of New Toik, March 8, 1889.] 

What is the fundamental question of the many now agitating the minds of our lead- 
ing thinkers and k'gislat()r8 ? I claim tins question to be Ihe labor question. Some 
of you may not ngiei^ with me, but for the sake of argument I ask you to admit it for 
the present. If the labor qiiestiou is tbe fundamental question, how are we to solve 
it? By finding employment for all our surplus labor. How are we to lind employ- 
ment for our surplus labor? By ke.eiiing all our factories, mills, ship- yards, iron fur- 
naces, and manufactories running on f uli time, and if necessary building more. How 
are we to do this? By finding a market for our surplus products that we can not 
«;msume at home, and thus enable, the manufactories to keep up the price of the arti- 
cle at home to a paying basis. Where is the market for our surplus products to be 
found? In South and Ceutral American countries, the busiuees of which naturally 
belongs to us. How are we to get the business of these countries, and how are we to 
induce them to stop consuming the pioducts of Europe, to which they have been ac- 
customed for so many years, and induce them to take ours in their stead ? By open- 
ing up communication with them, by inducing their citizens to visit us, and by show- 
ing them that we can furnish them what they require a,s well or betterthan England, 
France, Germany, and other European countries with whom they have heretofore 
been doing all their business; by showing them th.at we can furnish them with good 
cotton goods, honestly made of good cotton that will stand washing, and that is not 
filled with gums and fuller's- earth to increase their weight ; that we can furnish them 
with good, honest axes, made of good steel, and good hardware of all descriptions, 
good provisions of every kind; that we can furnish them with locomotives, railroad 
cars, lumber, plows, mowers, reapers ; yes, and steain-sbips if they want them. In all 
of which they will find good value for money, and all of which we can make adapted 
to their requirements better than any nation on earth. But I hear you say, "How 
can we do all these things?" "How can we get the business of these countries ? " 
"How can we induce their citizens to visit us when we have no steam communical 
tion with them to bring them to our shores, and no banking facilities to aid us in 



30 IMPROVED POSTAL AND CABLE COMMUNICATIOS. 

the transaction of business such aa they find in any large European city ? " That ie 
just where I want to get. We have no steam-ship communication with them, and w© 
have no banking facilities to aid us in doing business with them. These two things 
are the key to the whole situation, and give us the reason why our European neigh- 
bors have almost entirely cut us out in the supplying of our South and Central 
American cousins. Without steady, regular, and speedy transportation, and with- 
out banking facilities, business with any foreign country ie an impossibility. Now, 
then, what is the most economical and expeditious manner of obtaining these two 
requisites to the development of our foreign trade ? 

(1) Let Congress enact a law appointing a commission of merchants of rec- 
ognized ability and integrity ; men who are beyond the idea of using their ap- 
pointment to promote a job of any kind; men whose standing in the community 
will be suflicient guaranty to the public that what they do or recommend to 
be done will not be for the benefit of any section or ring, but for the benefit 
of the country at large, and men who thoroughly understand what is requisite to 
develop this South and Central American business. And let this commission of mer- 
chants thoroughly study the question, and advise the Government as to what lines of 
steam-ships are required to develop the business with the various important business 
centers in Central and South America. Let them lay out all the routes required t& 
open up the trade, then let Congress pass a law authorizing the President or the 
Post-Office Department to advertise for a fast and regular service to these porta 
weekly, fortnightly, or monthly, as may be required, and let the Government guar- 
anty to the stockholders in the company or companies, which may be formed for this 
purpose, 10 per cent, on their capital for ten years. Let me say here in explanation 
that 10 per cent, on the capital of a steam-ship company is not excessive, as it is per- 
fectly fair to allow 5 per cent, for depreciation. To compensate the Government for this 
guaranty let it require that the rates of passage be kept at a figure so low that it will in- 
duce travel to our ports. The freight rates will take care of themselves, or rather, I might 
say, will be taken care of by the British ocean tramp, who is always careful to be on 
hand when a good freight is going, or when any one else has built up and developed 
a good business. Let them require that the ships be built in the best manner, of great 
speed, 16 to 18 knots, if you please, or even more ; let them be built in such a manner 
as to be a credit to our country, and tlie flag which they carry, and that they shall 
meet all the requirements of the Navy Department for fast cruisers or commerce de- 
stroyers, and in the event of war let the Government, in consideration of their guar- 
anty, have the right to take these vessels should they need them, either at a fixed 
price for purchase or at fixed price for charter at the time they may require them. 
This will do away with the necessity for a naval reserve bill and provide the Govern- 
ment in case of war with the finest fleet of fast cruisers in the world at a compara- 
tively small expense. 

(2) Let Congress give a special charter for a bank with capital sufficient to enable 
it to have agencies in all the principal cities of Central and South America, this being 
requisite of the charter, and, if necessary, let us guaranty, this bank, 3, 4, or even 
5 per cent, on its capital, which should not be less than §10,000,000, to enable it to do 
the business that would be required of it— the capital of the banks engaged in this 
South American business in London alone far exceeding any such amount as I have 
named, and all of whom are to-day doing a profitable business. Take, as an instance, 
The London and River Plate Bank (limited), in London, whose business is exclusively 
with the Argentine Republic, having branch banks in Montevideo, Buenos Ayres, 
Rosario de Santa F6, and Cordova, which, during this last fiscal year, paid the stock- 
holders 15 per cent, besides passing a round amount to ifcs reserve fund. And this ia 
only one of the several banks in London devoted to the business between Great Brit- 
ain and the Argentine Republic. 

(3) As soon as we have established our steam-ship lines and our banks, and thus 
shown the people of these countries that we desire to trade with them, aud have fur- 
nished the means to develop this trade, let us appoint capable men as ministers to 
these countries. Instead of spending their time attending dinner parties and flirting 
with the ladies, let these gentlemen earn their salaries by negotiating reciprocity 
treaties with these countries, and endeavor to carry out the principle which the 
lamented Arthui endeavored to inaugurate with the Cuban treaty, so ably negotiated 
by our ex-minist^'^ to Spain, the Hon. John W. Foster, but which the Democratic 
President withdrew from the Senate as one of his first offici.al acts, because it did not 
meet the views of that enlightened and distinguished gentleman who has so ably 
filled the post of Secretary of State during his administration, and who has succeeded 
in making us the laughing stock of almost every civilized government. 

Suppose all this to have been done. What would be the result 1 

(1) We should open the eyes of the peojde of these countries to the fact that we 

existed as a great nation, capable of buil(ling<)ur own ships and doing our own caiTy- 

ing trade, a fact which many of them may well have reason to doubt, as our flag is at 

present almost if not quite uiiknown to most of them, and 1 think I can safely say, 



IMPROVED POSTAL AND CABLE COMMUNICATION. 31 

althongh it may be a chestnut to many of you, that England has fully demonstrated 
the fact that commerce follows the flag. 

(2) By having good, safe, speedy, and cheap means of travel to our ports, the people 
of these countries would be induced to visit us instead of going to Europe regularly, 
as great numbers of them now do, and their visits would lead them to look around our 
manufactories and examine our wares and products ; and I may here say that an ex- 
perience of over twenty years in the export trade from the United States to these 
countries has taught me that one intelligent foreign merchant coming to us is worth 
to our business community more than twenty American drummers sent to his. One 
of the great curses of our foreign commerce has been the irrepressible and irresponsi- 
ble American drummer, who weut^abroadatthe expense of anumber of our manufact- 
urers to have a good time, and who promised every thing but did little or -nothing. 

As a whole, a more thoroughly incompetent set of men than those our manufact- 
urers have chosen to send abroad, especially to South America, to represent them, 
would be difficult to find, their principal aim having seemed to be, as far as my ex- 
perience has gone, and I have met a great many of them, to show foreigners how 
many cocktails they can consume, how well they can make a milk punch, in what a 
superior manner they can play poker, and how little they knew, not only of the busi- 
ness they were about, but the A B C of a common business education. 

(3) We should show these foreign nations that we are capable of doing our own 
business and of attending to bur own affairs financially, and without the aid of our 
good cousiA John Bull; and this is another thing they have had good reason to doubt, 
as heretofore, whenever we have bought any thing from them we have been obliged 
to send them a letter of credit from some of our London bankers, and whenever they 
wanted to buy any thing from us they have been obliged to send us a similar docu- 
ment. 

(4) We should divert into our own pockets the millions of dollars which we annu- 
ally pay foreign vessels for carrying our goods, to say nothing of the few millions 
which we annually pay to the London banker for kindly aiding us to do our foreign 
business. Perhaps many of you are not aware that on every thing we import and 
export we pay these kind gentlemen in London a^commission varying from one-half of 
1 percent, to 2 percent., and when you take into consideration the total amount of ex- 
ports and imports of this country, this is no small sum, to say nothing of the amount of 
freight which we pay to foreign vessels. 

(5) By negotiating reciprocity treaties with the various countries of South and 
Central America, we should increase our business with them, and while so doing at 
the same time gradually reduce our revenue, and thus decrease our surplus without 
the necessity of any radical free trade measures. The absurdity of the free trade 
mania and the advantage of reciprocity, or, if I may so call it, fair trade, between 
nations, can be easily illustrated. Take for instance, our trade with Brazil ; we admit 
their coffee, which is their principal product, free of duty, while they collect an ex- 
port duty on every pound we consume. Now, 1 venture to assert it as a fact, that if 
we notified Brazil that unless she agreed to admit our lumber, flour, petroleum, and 
manufactured goods free of duty, or at all events materially reduce the present duties 
and remove the export duty from coffee, that we should put a duty on her coffee, she 
would do so at once. 

Take, again, the Argentine Eepublic. If we should propose to this Government to 
admit their wool free of duty in exchange for their admitting our principal products 
and manufactures free, or at greatly reduced rates, it would be accepted beyond a 
question. And so with the various other governments. In this way we could get 
what raw material we required free, and have a good market for the goods produced 
from this raw material which we could not consume ourselves. 

But there is one thing we must do if we want New York, the great metropolis of 
this land of 60,000,000 to become, as she should become, the business center of the 
world. We must do away with the antediluvian laws which require that a mer- 
chant should pay a penalty for keeping goods in store in New York or any other port 
in the United States beyond one year, and which also require, when he enters these 
goods for consumption, he should pay on the weight of the goods as weighed at 
the time of their arrival, without any allowance for damage or shrinkage. This is 
alone sufficient to divert any amount of business from us and place it in European 
ports, where they are far more liberal. Do away with these absurd old laws made 
by our forefathers in 1790, and New York will become the distributing point for all 
the products of this hemisphere. This will give cargoes to our steam-ship lines, 
business to our merchants and store-houses, and employment to our laborers. 

And now lot us look into the question as to what all this that I have suggested 
would cost us. On a rough estimate, to cover all the different business centers in 
South and Central America, both on the east and west coast, with steam-ship lines 
such as I have suggested, would require a company or companies with a capital 
aggregating about $40,000,000. It is perfectly safe to assume that these lines would 
at least pay their way ; therefore, the amount which as a maximum the Government 

18 • 



32 



IMPEOVED POSTAL AND CABLE COMMUWICATIOH. 



would have to pay would not exceed $4,000,000 per annum. The guaranty to the 
hank, which it is uatural to suppose, owiug to the diflSculty of establishing agencies 
and re-arrauging the rates of exchange between all these countries, might not make 
any money for the first two or three years, might amount at the outside to $3,000,000 
per annum. Total cost to the Government of the United States, and therefore to the 
people, $7,000,000 per annum for say ten years. What is this expenditure compared 
to the benefits that would be derived, assuming our population to-day to be 60,000,000, 
or say less than 12 cents per capita per annum ? 

Supposing my theories — I will hardly admit that they are theories — to be correct, 
what would be the effect on the country? Our laborers would all be employed and 
well paid for their labor. This means happiness and contentment to the people. 
Our looms would be running on full time ; our factories of all kinds would be fully 
employed; our ship-yards would be increased to such an extent. that we would again 
assume the proud position that we held years ago, and the American flag would 
proudly wave in every port of the globe. Our people would be happy ; socialism 
and strikes would be unknown, and the American eagle would spread his protecting 
wings over the smaller republics on this great continent, and we would be recog- 
nized the world over as having assumed a position that should long ago have been 
ours — of the greatest nation on the earth. Let us, as good business men and good 
Kepublicans, endeavor to bring about those results, and then let us have a parade to 
celebrate the event greater than the one that we claim elected Harrison a^d Morton, 
and the Business Men's Eepublican Association of the city of New York will be 
written down in history as the greatest benefactor this country has ever known. 



Total amount of exports and imports of merchandise of the United States during the latt 

fiscal year. 



Exports $695,954,507 

Imports 723,957,114 



Total amount of exports of gold and silver for the year ending June 30, 1888. ^ 

Exports „ $46,414,183 

Imports 59,337,986 

A statement showing the value of the foreign commerce — imports and exports of merchandise 
and specie — of Central America, the West Indies, and South America. 



Coontiies. 



Year. 



Imports. 



Exports. 



Total 

imports and 

exports. 



CBNTBAL AHEBICA. 



Guatemala 

Costa Rica 

Hondnras 

Nicarapia 

San Salvador 

British. Honduras . 



1886 

1885 
1884 
1885 
1884 
1885 



$3, 537, 000 
3, 661, 000 

1, 500, 000 

2, 800, 000 
2, 646, 628 
1, 240, 257 



$6, 736, 000 
3, 297, 000 
I, 600, 000 
2,443,000 
6, 065, 799 
1, 188, 789 



Total Central America , 
West Indies 



15, 384, 885 



21, 830, 588 



SOUTH AM£BICA. 



Gaiana, French 

Guiana, Dutch* 

Guiana, British 

"Venezuela 

United States of Colombia , 

Ecuador 

Peru 

Bolivia 

Chili 

Arjieutine Eepublio ^ 

Uruguay 

Paraguay 

Bra/il 

Falk-Isles 



1885 



1885 



110, 202, 756 



124, 109, 990 



3, 763, 500 



3, 474, 000 



1885 
1886 
1886 
1886 
1884 
18S5 
1885 
1886 
1886 
1886 
1886 
1885 



7,141,015 

9, 103, 478 

14, 000, 000 

(t) 

11, 064, 744 

6, 15(1, 000 

40, 096, 000 

97, 658, 000 

20, 195,000 

1,621,000 

107, 8;!5, 819 

235, 120 



8, 763, 705 

15, 884, 728 

8, 000, 000 

8, 014, 409 

7, 958, 625 

10, 403, 845 

61, 259, 000 

69, 834, 000 

23, 812, 000 

1, 571, 000 

lOG, 449, 044 

476, 168 



Total South America 



318, 863, 676 



315, 9M, 524 



$10, 273, 000 
6, 958, 000 
3, 100, 000 
5, 243, 000 
8, 712, 427 
2, 429, 046 



36, 715 473 



234, 312, 746 



7, 237, 500 



15, 904, 720 

24, 988, 206 

22, 000, 000 

8,014,409 

19, 023, 369 

16,013,845 

91, 3.'i5, 000 

167, 492, 000 

44, 007, 000 

3, 192, 000 

214, 284, 863 

711, 288 



634, 824, 200 



* Data not obtainablft. 



tKot obtainable. 



IMPROVED POSTAL AND CABLE COMMUNICATION. 



33 



Trade in domestic merchandise betuwen the United States and Central and South America, 

year ending June 30, 1888. 



Countries. 



Imports. 



Exports. 



Snath America: 

Argeutine Republic 

I5oii via 

Brazil 

Chili 

Ecuador 

Guiana: 

British 

French 

Dutch 

Peru 

United States of Colombia 

Uruguay 

Venezuela 

Central America: 

Costa Rica 

Guat era ala 

Honduraa 

Nicaragua 

San .Salvador 

The West Indies 



$5, 902, 159 


$6, 099, 411 


(*•) 


21, 893 


53, 710, 234 


7, 063, 892 


2, 894, 520 


2, 423, 303 


1, 118, 627 


810, 507 


2, 822, 382 


1, 651, 711 


12, 424 


140, 086 


43(1, 1183 


264, 096 


309, 040 


865, 160 


4, 393, 258 


4, 923, 259 


2, 711, 521 


1, 337, 430 


10, 051, 250 


3, 008, 336 


1, 608, 979 


1, 064, 549 


2, 085, .467 


887, 771 


959,331 


672, 796 


1, 496, 171 


861, 156 


1, 473, 480 


645,302 


71, 565, 666 


26, 968, 636 



" No data. 

The latest obtainable data of the imports and exports of domestic merchandise of the Uniled 
Kingdom, France, Germany, Spain, Italy, Belgium, and Holland to and from the Central 
American states and South Ainerica. 



Countries. 



Imports 
from — 



THE UNITED KINGDOM.* 

United States of Colombia 

Vene/.uela 

Brazil 

Argentine Republic 

Uruguay 

Chill 

P.ru 

Central America 

Spanish West Indies 

FRANCE. 

United States of Colombia 

Venezuela 

Brazil 

Argentine Republic 

Uruguay 

Chili 

Pern 

Spanish West Indies 

Central America 



GERMANY. 

United States of Colombia 

Venezuela 

Brazil 

Argentine Republic 

Uruguay 

Chili 



$1, 436, 036 

705, 044 

16, 843, 613 

8, Oil, 894 

2. 015, 719 

11,083,147 

8, 103, 311 

5, 436, 085 

656, 661 



3, 491, 071 

3, 500, 421 

19, 717. 384 

38, 392, 784 

7, 502, 2)4 

2, 338, 071 

4, 155, 708 

2, 608, 188 

936, 896 



(t) 

m 

928, 914 
11, 250, 418 
(t) 
2, 634, 898 



Exports 
to — 



$4, 572, 120 

2, 194, 237 

29, 536, 876 

25, 259, 942 

6, 104, 869 

7, 829, 882 
4, 204, 933 
3, 306, 648 

8, 467, 919 



4, 205, 552 

678, 441 

10, 566, 502 

18, 487, 487 

3, 395, 907 

2, 316, 00-^ 

1, 399, 492 

872, 123 

120,421 



(t) 

0) 
3, 147, 312 
3, 060, 442 

(t) 
793, 368 



Countries. 



Peru 

Spanish West Indies . 
Central Ajnerica 

SPAIN. 

United States of Colombia 

Venezuela 

Brazil 

Argentine Republic 

Uruguay 

cum 

Pern 

Spanish West Indies 

Central America 

BELGIUM. 

Brazil 

Uruguay 

, Aigontine Republic 

Chfli and Peru 

TTALr. 

Central and South Amer' 
ica. 

HOLLAND. 

Peru and Bolivia 



Imports 
from — 



$1, 408, 484 
866, 796 
(t) 



64, 993 

707, 016 

170, 369 

1, 980, 939 

648, 891 

28, 382 

147, 425 

9, 473, 533 

9,914 



5, 007, 578 
4, 895, 831 
10, 637, 002 
2, 214, 482 



4, 593, 014 
2, 596, 066 



Exports' 
to— 



$293, 930 
292, 264 
(t) 



211, 247 

148, 267 

97,513 

3, 455, 051 

2, 422, 312 

1,526 

15,250 

13, 610, 573 

17, 136 



2, 744, 469 

(t) 
2, 110, 262 

558, 928 



6, 825, 126 



804 



* Statistics for the United Kingdom are for the year 1886, and the remaining countries for the year 
18S5. 
t No data. 

When we" compare the values of the foreign commerce of the leading commercial 
nations of the world, we iiud that the United Kingdom stands first, Germany second, 
France third, and the United States fourth in the value of foreign commerce. The 
value of onr import and export trade in merchandise reached its highest point in 1881, 
when it amounted to 11,545,000,000 ; it declined to $1^ 314,900, OOOj bat haa increased 
to $1,419,911,621 in 188S.— {Government Report.) 

S. Ex. 174 3 



34 IMPROVED POSTAL AKD CABLE COMMUNICATION. 



Appendix D. 

Statement op Mr. William A. Schreibbk, op New. Orleans. 

Mr. SCHREiBER. I was called very suddenly to Washington to have the pleasnre of 
meeting you, and I left without being at all aware of the nature or purpose or scope 
of your investigation. Therefore I aoi entirely unprepared to address you at length, 
and indeed I do not know that any remarks that I may possibly make would be 
within the scope of your inquiry. 

My thought had been running upon this line; that the purpose of your investiga- 
tion was to seek some means of increasing the commercial relations between the 
United States and the countries south of it through the Gulf ports. Ifthatisyour 
purpose I may have something to say. If it is simply postal communication, I have 
nothing at all to say, because I am not familiar with that subject. I assume that if 
the commercial relations between the two parts of the continent have not been wider 
than they have, the fact arises from no unwillingness bo trade. I think that both 
sides are anxious to trade with each other. If the trade has been restricted it is 
owing to causes which will be investigated in due time aud I hope remedied. 

lu the present condition of the commerce between Ceotral and South America and 
the United States, if the question arises as to which is the Gulf port best suited as the 
point at which the products of the two countries will be exchanged, I suggest that a 
glance at the map will show at once that that point is New Orleans, being on the 
direct line of communication with the countries south of us and the valley of the 
Mississippi. New Orleans is the outlet of six lines of railroads, and has 20,000 miles 
of river navigation penetrating to the heart of the country, and extending to the 
sections of the United States that receive most of the imports we get from these 
countries. 

New Orleans is by far the largest importing port in the South. Its imports during 
the last fiscal year amounted to $15,400,000. Of that, $10,400,000 was composed of 
five articles, all of which came from Central or South America — that is, coffee, sugar, 
fruit, hemp, and India rubber. I have the figures with me, taken from the last re- 
ports of our custom-house. We have the proper connections already established. I 
think we have fourteen steamers running between New Orleans and the various ports 
of Guatemala, Nicaragua, Costa Rica, and Honduras. We have lines of steamers 
connecting with Mexico and a line to Havana. They bring $950,000 yearly, in round 
numbers, of imports. Our imports are composed of fruit coming from Costa Rica, 
Honduras, aud Nicaragua. With a little encouragement I believe a regular line would 
be put on between New Orleans and Colombia. An attempt was made in that direc- 
tion some few years ago, with which I was connected. It was started with insuffi- 
ient means and had to be given up, but the little experiment showed that with the 
least encouragement an enormous traflBc could be built up between Cartagena and 
New Orleans. We have evidence of that by correspondence from that country, aud 
I believe the sime would apply to Venezuela. 

A fast steam-ship line, such as Mr. Thompson has described, would not require 16 
knots an hour. A line making 14 or 15 knots an hoar, running between New Orleans 
and Cartagena, having a tender running east from Cartagena — or two tenders — would 
help the trafiio very materially. 

Mr. Calderon. What articles do you bring from those countries t 

Mr. SCHREIBER. Princii)ally coffee. W^ are the outporc of St. Louis, which is the 
largest interior coffee market in the world. We also import a great deal of cabinet- 
woods, dye-woods, and fruits from those countries. Cartagena is a little too far for 
fruit. Any service between that port and New Orleans would have to be a separate 
one. 

Mr. Guzman. Do you know anything about the distance between New Orleans and 
those South American ports ? 

Mr. Schreiber. I could not tell you exactly, but New Orleans is certainly the 
nearest port that you could come to. It is on a direct line, as you see by the map. 

Mr. Guzman. Let us say that it is 1,400 miles from New Orleans to Port Limon ; in 
how many days would you make that f 

Mr. SCHREIBER. It depends upon the speed. 

Mr. Guzman. Well, at 350 miles a day ? 

Mr. SCHREIBER. Four and one-half days. 

Mr. Guzman. That would bring us within six or seven days froxa. New York to 
Greytown T 

Mr. ScHREiBER. Very easily, with a good class of boats. 

The Chairman. With fiist-class boats it certainly should not take more than five 
days. It is about 2,026 miles from New York to Port Limon. 

Mr. Guzman. I am sure that fiom New York to Greytown it is not more than 8,000 
milee. A steamer ought to nin that dJAtance in six days at the most. 



IMPROVED POSTAL AND CABLE COMMUNICATION. 35 

Mr. SCB REIBER. I do not think that you will find the distance from New Orleans to 
Greytown more than 1,200 miles. A good steamer ought to run from New Orleans to 
Greytown in three days. 

Mr. Guzman. Do you kcow the distance between this city and Chicago by rail, or 
the distance from New York to Chicago f I know it requires about twenty-four hours 
to make the run. 

Mr. ScHREiBER. The distance is about 912 miles. I would suggest that there has 
been a revolution in the method of transportation of late years. The question now 
is no longer how much it will take to bring a pound of freight from one point to 
another point, but how much it will take to carry that pound of freight from its point 
of production to its point of consumption. Therefore, the question which presents 
itself to us here, taking Cartagena, the port for coifee, is not what it will cost from 
Nicaragua to Tampa or Mobile, but how much it will cost to take that pound of 
coffee from the point of original shipment to St. Louis or Chicago. If that is the 
question, New Orleans is undoubtedly the cheapest point ; it is the nearest. 

The CHAiRMAJf. This is a question that can not be taken absolutely. What would 
be the advantage of one of those countries sending all its coffee to New Orleans ? 
New Orleans is a very small market. 

Mr. ScHREiBER. Yes, but the West is the consumer of the coffee. 

The Chairman. But transportation by rail is not as cheap as transportation by 
ship. 

Mr. SCHREIBER. As I Said, the great consumer of coffee is the West. I believe 70 
per cent, of our coffee is consumed in the West, and probably GO per cent, of that 
amount is consumed in a section of country west of a straight line drawn from Chicago 
to New Orleans, taking Chicago as the central distributing point for the Northwest. 
The distance from Chicago to New York, as has been said here, is 912 miles. It 18 914 
miles to New Orleans. As you move west from that line you go farther from New 
York, but not farther west from New Orleans. The central distributing point of coffee 
and tropical products is west of the Mississippi, at a point which is as far from Chicago 
as New Orleans. Kansas City is 100 miles nearer New Orleans than Chicago. The 
traffic which has been established between New Orleans and Central America indicates 
pretty well what the line of traffic should be. 

Mr. Cai^debon. What do yon suggest in order to increase the traffic and communi- 
cation between New Orleans and the countries you refer to ? 

Mr. SCHREIBER. If the traffic is to be carried on by us there will have to be some 
compensation offered by the Government to induce people to put on American ships, 
which are much more esjiensive to keep up and to run than British or other foreign 
ships. With the slightest encouragement and the slightest assistance I have no 
doubt that New Orleans will put on a line itself. 

Mr. Calderon. Do you think the exiJort trade would be increased by a line from 
New Orleans ? 

Mr. SCHREIBER. I have no doubt it would. 

Mr. Caij)eron. Do you think New Orleans could compete with New York in that 
line T 

Mr. ScHREiBER. New Orleans could undersell New York in several articles ; that 
is, New Orleans could place those articles in South America cheaper than New York 
coald. 

Mr. Caldbron. What are your principal exports to South America? 

Mr. SCHREIBER. Machinery, flour, salt meats, hay, and things of that sort. 

Mr. Calderon. And furniture, I suppose? 

Mr. SCHREIBER. And furniture. 

Mr. Hanson. You say that American ships are a great deal more expensive to buy 
and operate than British ships, or other foreign ships. We understand that is be- 
cause it costs more for building the ships, and also because it costs more to run them 
on account of the higher wages ? 

Mr. SCHREIBER. Wages are better, and the American seamen expect to be better 
treated and better fed than foreign sailors. 

Mr. Hanson. The Government forces a system upon these people, who are compelled 
to pay more money and therefore should have assistance ; that is, the Government 
should extend the principle of protection to this business as it does to the manufact- 
- urers ? 

Mr. SCHREiBER. That is the only sort of protection and the only form of protection 
that I advocate, because it comes back to us in the shape of increased trade. The 
protection we give to foster manufactures is a dead loss. 

Mr. HanisON. I differ with you on that. Another thing, we are not here to argue 
that. 

Mr. SCHREIBER. I say that the protection we pay in the encouragement of steam-ship 
lines would bring back to us more than the tax that we are called upon to pay. 

Mr. Hanson. The fact is that this trade with foreign countries has come to be a 
question of Government competition rather than private competition ? 



36 IMPROVED POStAL A-^t> CABLE COMMUNICATION?. 

Mr. SCHREIBER. Yes, sir. 

Mr. Hanson. Germany, England, France, and Italy are all paying great sums in 
subsidy for steam-Bhip lines to an exient that would pay the interest on half of our 
national debt. 

Mr. ScHREiBER. I know of one company that gets $1,000,000 a year as a subsidy 
for running a line of steamers between a i)ort in France and a port in the West Indies. 



Appendix E. 

Statement op S. C. Cobb, op Pensacola, Fla. 

To Hit Honorable Committee on Communication on the Gulf of Mexico and the Carihlean 

Sea: 

Gentlemen: Pensacola, Fla., situated in latitude 30° 20' 47", longitude 87° 18' 32", 
posessesses the finest harbor on the North American Continent, its depth of water 
at the entrance admitting ships drawing 23 teet at low tide, and it has capacity for 
five thousand ships to ride at anchor at one time. 

Pensacola's position will striiie the observer as peculiar and, in the light of mod- 
ern progress, Providential. She has access by the shortest possible lines now con- 
structed, or under contract, to the coal fields of the Appalachian Rauge. These pro- 
ducts can become the basis of freight for numerous steam-ship lines carrying mail 
aud articles of merchandise for exchange with the near-by ports of Tampico, Vera 
Cruz, Tehuantepec, Trnxillo, Greytown, Colon, and the farther ports of the Brazilian 
and Argentine Republics. 

Peusucola will be nearer to all the principal cities east of the Mississippi and west 
of the north line drawn through Atlanta than any other port of the United States upon 
the completion of her lines of communication now under contract. She need not make 
invidious distinction, for the claims of any other must suifer upon investigation. 
Steamers from this port ca~n obtain here coal for power and cargo at the same time. 

Her gateway to the Gulf is only 7 miles from her wharves, while those other ports 
which might claim consideration are from 35 to 110 miles from the Gulf, and are 
reached by tortuous and dangerous navigation. 

Pensacola has also a large trade in lumber, already existing, with its neighbors, 
averaging per annum, to the Argentine Republic, 94 cargoes ; to Urngnay, 18 cargoes ; 
to Brazil, 8 cargoes, of 500,000 superficial feet to each cargo; and to the Republics of 
Colombia, Costa Rica, Honduras, and Mexico, such quantities as would add materially 
to the requirements of a permanent business, and showing a basis for the euppport of 
steam navigation not equaled nor approached by any port bordering on the Gulf of 
Mexico. 

These statements are easily verified by the export records at the custom-house, and 
need no embellishments. 

Your attention is called to the fact that we have need of the magnetic iron ores of 
the Andean Range in order to manufacture steel with economy in Pensacola, there to 
meet the ores and coal of the Appalachian Range, and the charcoal of Pensacola's vicin- 
ity, and under the fostering care of the General Government we shall convert the 
crude material into shapes for ribs, plates, and all manner of forged material for use 
in the construction of steam-ships. 

We suggest that your committee recommend that, under statutory provision by your 
respective countries similar to that known as H. R. bill 4663 (with some provisions of 
Senate bill 1627 added), there may be constructed steamers of 800 to 1,500 tons, to be 
built under the tiag of either country, to receive reciprocal privileges, the same sub- 
sidies or bounties, and to be subject to the uses of their respective governments for 
purposes of defense or naval aid, to be made schools of maritime instruction, as well 
as aids in conmiercial development, the purpose being to develop maritime power for 
the benefit and protection of the "three Americas ; " also, to provide for the education 
of our young men in scientific and mechanical construction. 

Pensacola believes she possesses the beat location for all mail communication by 
steam-power in the Gulf, and therefore earnestly desires your personal observation of 
her facilities, and presents through you her request that the International Congress 
visit our citv and note our advantages. • 

I present "to your honorable body, through the courtesy of Mayor W. D. Chipley, 
copies of maps showing our relative location. 
Most respectfully, yours, 

Sewaxl C. Cobb, 
Representing hy reguest the Pensacola Chamber of Commeree. 



improved postal and cable communication. 37 

Appendix F. 
Statement of Mr. W. B. Thompson, of the Plant Investment Company. 

Mr. Chairman and Gentlemen of the Committee : Mr. Plant, whom you kindly in- 
vited to attend, appreciates your kindness and regrets that he is unable to be here 
to-day. Unfortunately, he is sick in bed. He would have esteemed it an honor and 
a pleasure to have been here to give you his views. 

What I may say to you will be of a geueral nature, based upon my own views and 
upon views that I have obtained from conversations with him relative to service on 
the Gulf of Mexico, the Caribbean Sea, and the Paciiic Ocean. 

In the establishment of fast mail communication between the United States and 
the countries of Central and South America, it would seem that there should be a di- 
vision of the service between the different countries, and that this can be done through 
the medium of the different Postmasters-General. 

proposed line to aspinwall. 

In my opinion, the first thing and the main thing to be done is to establish a line 
from the United States to Aspinwall. That line should be a weekly service in steam- 
ers making not less than 16 knots per hour. 

The Chairman. Allow me to ask where the steamers are to start from? 

Mr. Thompson. Tampa, Fla. I appear for the Plant Steam-ship Line. We are 
clear tbatif there is anything to come of tbis business (and we are clear also that 
something should come of it) the United States should take the initiative, and put on 
that fast line from Tampa to Aspiuwall. It should be a weekly service, m ships mak- 
ing, say, 16 knots per hour. 

TAMPA. 

I believe Tampa, as I said before, to be the best point of departure, I am sure that 
quicker time can be made from New York and all points in the United States (with 
some few exceptions) via Tampa, to Aspiuwall and all Central America and the west 
coast of South America than by any other route. 

The distance from Tampa to Aspiuwall is 202 miles less than from any other acces- 
sible Gulf port. I may say in connection here — perhaps it will be a little out of 
order — that to go into Grey town, Nicaragua, would take the ship 104 miles out of her 
way. That is a question to be decided by some other authority than the steam-ship 
company, whether they shall go in there or not. 

The Chairman. You mean that it makes a diversion in the direct line of travel of 
104 miles 1 

Mr. Thompson. An additional sail of 104 miles from the direct line. New York is 
from thirty-six to forty hours from Tampa, Fla., by the fast mail that the Govern- 
ment already has established, passing through Philadelphia, Baltimore, Washington, 
Richmond, Wilmington, Charleston, Savannah, Jacksonville, to Tampa, and at dif- 
ferent points — railroad intersections — it receives mail from the diverging country to 
the West and takes it through. 

The distance from Chicago to Tampa is about the same as that from New York to 
Tampa, and Cincinnati, Louisville, St. Louis and other great cities of the West can 
reach Tampa, as quickly as New York. My object in calling your attention to that 
fact is that we do not presume to say that we can carry heavy freight from New York 
to Tampa by rail and thence to Aspiuwall to compete with steam-ships that run from 
New York. Those undoubtedly will continue, and should. But for that portion of 
the country that lies to the west of Tampa and to the west of this line from New 
York to Tampa, and that can reach Tampa as quickly, or Mobile, Ala., as quickly as 
it can New York, with its heavy freight, it is an advantage for them to go that way, 
because they make time. 

The United States has taken the initiative step in this matter of fast mail facilities 
to Spanish America by the provision already made for the West India fast mail. A 
special train of the Post-Office Department runs on prescribed schedules from New 
York to Tampa, a distance of 1,31.5 miles. 

The mails of the day of New England aud the entire State of New York, Pennsyl- 
vania, and the other surrounding States, are gathered up and leave New York at 
about 5 o'clock a. m., or, speaking more correctly, 4.3.5 a. m., going througb to Tampa 
in thirty-eight to forty hours. All along, as I said, the accumulated mails from 
the section west of this line are taken up and carried to Tampa. And it in carried 
seven days in the week. Three days in the week the cars run on to the docks along- 
side of the ship and the mail is transferred from the cars to the ship, and I'wv versa 
when the ships return three days in the woek.^ 



38 IMPROVED POSTAL AND CABLE COMMUNICATION. 

These arrangemetits and facilities provided already by the Post-Office Department 
of the United States give ample preparation for the concentration of mails for Cen- 
tral America, and the west and north coasts of South America. It is only left for the 
postal authorities to make similar arrangements with the railroads leading from 
junction points on this West India fast mail line to connect the great cities of the 
West — Chicago, St. Louis, Kansas City, Omaha, Indianapolis, St. Paul, Milwau- 
kee, and Cincinnati — with the shortest possible communication to Tampa, where the 
mails would then be, as I said before, on the direct line north and south to Aspinwall 
and Central America. Tampa is about due north of Aspinwall. When I speak of ar- 
rangements being made, I refer more particularly to faster time upon the railroads, 
and faster time than ordinary passenger trains make. The time from New York to 
Tampa is faster than ordinary trains make. It is the fastest train in the south, and 
one of the fastest in the United States. In the north some make equally as fast time. 

PLANT STEAM-SHIP LINE TO HAVANA. 

At the present time the Post-Office Department has a tri-weekly service by the Plant 
Steam-ship Line, from Tampa, via Key West, to Havana, Cuba. During the summer 
months, from the 1st of May to the 1st of November, this service is semi- weekly. This 
contract for mail service to a foreign port is under a special statute that permits the 
Postmaster-General to combine a foreign office and a domestic office in one route when 
the foreign office is not to exceed 200 miles from the domestic, and the Havana office 
is just a little over 100 — 100^ miles — and comes, of course, within 200, and is combined 
in that one route. 

Mr. Hanson. That is the reason why the Post-Office Department is able to make a 
more liberal contract for that mail. I never understood that before. 

Mr, Thompson. Yes, sir. 

Mr. Hanson. I know they pay the Plant system more money than for all the mails 
to Spanish America. 

Mr. Thompson. I want to explain that. 

Key West has been a very expensive office to supply to the United States. It was a 
large town — 20,000 or 25,000 people manufacturing cigars, tobacco, etc., and they cost 
a great deal of money to supply. They just ran down, chopped the line off, and came 
back. The Department finally (I was myself in the Post-Office Department, the head 
of the railroad transportation service for many years, and Second Assistant Postmaster- 
G^eneral) got rid of that service and coupled Havana to the inlaud steam-boat service. 

At Key West they were only 100 miles from a city of 250,030; going down there like 
a big bull-dog, looking at them, and getting scared, and coming back. 

Now Key West is better supplied than ever before, and Havana is well pleased. 

Mr. Hanson. You have then a domestic contract to Key West ? 

Mr. Thompson. An inland steam-boat service. 

Mr. Hanson. Combined? 

Mr. Thompson. Yes, sir. The only route of the kind in the United States, and be- 
fore I get through I shall take occasion to say to you that that is the thing the United 
States should do between Tampa and Aspinwall. 

Mr. Hanson. Well, how far is Tampa from Aspinwall ? 

Mr. Thompson. One thousand one hundred and ninety-eight miles, it would re- 
quire a special statute. 

This contract for mail service to a foreign office is under a special statute. Key 
West is a large town, and for many years has been an expensive one to supply with 
mails. For the seventeen years ending with 1886, the average annual cost of supplying 
that office was $46,914.11. The carriage by this line of our mail to Cuba and Porto 
Kico is estimated by the Post-Office Department (official figures) to" be worth 
$24,159.07 per annum, at sea and inland postage rates. 

The Post-Office Department, for obvious reasons, desired to couple Havana and Key 
West in one route, and this it was enabled to do under the special act of Congress, 
before referred to, passed in 1885. Under the present contract the United States pays 
$58,500 per annum for the service I have described. The United States, however, 
carries the mails both ways, and collects about $4,500 from the Cuban Government 
for the mails that it brings to the United States, We act aa agents of the United 
States to collect that money from Cuba and credit it on our contract. As I said, 
about $4,500 per annum from Cuba for the mails that it brings to the United States 
and about $3,500 for carrying the mails of other countries to Cuba. That leaves 
$50,000 for this inland and foreign service, to Key West and Havana. Subtracting 
from this the cost ot the foreign service, $24,159.07, and we have $25,840.93 as the 
cost of supplying Key West under this arrangeiiient, whereas the average annual 
cost for seventeen years immediately preceding this contract was almost $47,000. 

Mr. Hanson. A great deal cbeaper now. 

Mr. Thompson. Yes, sir. I shall attempt to show you that the same thing orji bo 
done between Tampa and Aspinwall. 



IMPROVED POSTAL AND CABLE COMMUNICATION. 39 

This Hue has been continued for more than three years past, notwithstanding the 
yellow-fever epidemics, which shows that properly built steamers, under proper 
quarantine regulations, can keep up communication with an infected port and not 
endanger non-infected ports. 

There never has been a case of yellow fever on one of those ships. Not a single 
one. The quarantine arrangements are perfect. When the ships were built all the 
suggestions of Dr. Hamilton, of the Marine Hospital Service, were adopted and all 
the information that Mr. Plant could get. The standing orders are such that any 
officer or seaman who violates the orders of Dr. Wall, the health officer at Tampa; 
of Dr. Porter, the health officer of the State of Florida, or of Dr. Burgess, the health 
officer of the United States Marine Hospital Service at Havana, is subject to discharge, 
no matter if he is the captain of th/e ship. Those surgeons or physicians go aboard 
the ships and make suggestions in regard to cleaning and sanitary arrangements, and 
if any officer or seaman does not carry them out immediately he is discharged. Again, 
they have yellow fever, as you know, nearly every summer, although it does not get 
to be epidemic as it does with us here. A gentleman is in Havana and wants to go to 
the United States by the Plant Steam-ship Line. The first thing he must buy a 
ticket of Lawton Brothers, and Lawton Brothers will not sell him a ticket until he 
brings a clean bill of health from Dr. Burgess, who is the surgeon of the United 
States Marine Hospital Service located at Havana. He can not get away without 
that certificate on the Plant ships. When he goes off in the boat to the ship 
anchored in the bay at the foot of the ladder not only is the purser but the captain, 
and no man can go up that ladder without a ticket. We never had yellow fever on 
the ships. 

To show you that this thing has been carried out, and to show you that they have 
had yellow fever there and that the ships kept clear of it, I will say that in May, 
1887, yellow fever broke out in Key West, Fla. It was very bad there and con- 
tinued so until August, when they crushed it out. There was no fever on the ships. 
Then, the same fall, they had fever at Tampa, but the ships went along the same 
way. People who went aboard of them had to have a bill of health. No officer 
or seaman was allowed to go ashore, except perhaps the captain or the purser, who 
bad had the fever ; not allowed to go ashore in Havana, nor in Tampa or Key West. 
In 1888 there was fever at Jacksonville, but there was no fever on the ships, and 
these mails ran right straight along just as regularly as they did at any other time. 
When we came down to Waycross, or jast above there, an interior point, a locomo- 
tive was attached to the mail car and it was taken through to Tampa ; over 250 
miles, with just enough crew to run the locomotive and mail car, with the mail 
only in it, and the mail was put aboard the ship. It did not stop at Tampa, but 
went down to Port Tampa. As you know, that is 10 miles below. And so communi- 
cation was kept up. I dwell at length on that point to show you that we fully 
believe that ships can be built and can be so run that they can run to and from 
an infected port and not infect another port, but the rules must be strict, and they 
must be carried out without fear or favor. 

This line has also established the principle of building ships of high speed, on a 
light draught, which has been followed by the construction in American ship-yards 
of other ships of similar design for the commerce of ports not admitting vessels of 
heavy draught. I will say that the ships of the Plant Steam-ship Line are probably 
the fastest ships of their draught which carry the American flag to a foreign port. It 
is no trouble for the Olivette to knock off 17 knots hour after hour. 

The Chairman. What is the draught of those ships f 

Mr. Thompson. Well, about 12 feet. We can lighten them away to 9 if need be. 
Never want more than 13 feet. 

Dr. Guzman. What is the tonnage T 

Mr. Thompson. The Olivette is eleven hundred and odd tons ; the Mascotte between 
five and six hundred. They are more particularly for light freight and passengers ; 
of course so, running to Havana. The heavy freight does not go by our line at all. 
It is light freight. 

Dr. Guzman. They are comfortable for passengers T Very nice ? 

Mr. Thompson. Have electric lights and all conveniences. 

The Chairman. How about the accommodation for carrying bananas ? 

Mr. Thompson. Well, they would not be adapted to carrying a large quantity of 
bananas. The room is sacrificed for passenger business. The Olivette, in summer, 
runs between Boston and Bar Harbor. 

Dr. Guzman. Oh, yes. She is a very fine ship. That is the boat that runs between 
Tampa and Havana ? 

Mr. Thompson. Yes, sir. Euns there all winter, and in summer between Boston 
and Bar Harbor. These ships were built by Cramp &, Sons. 

Dr. Guzman. How long between Tampa and Havana? 

Mr. Thompson. Twenty-five honrs under the mail contract. We have no trouble 
in making it. We have waited for th^ train and made it in less. 



40 IMPROVED POSTAL AND CABLE COMMUNICATION. 

From the Ist of M.ay to the Ist of November we perform only two round tripe be- 
tween Tampa and Havana, and the Mascotte does that work. Then one ship makes 
the two trips. In the winter time it takes two ships to make the three trips. So 
you see that to do the third trip is not as profitable as two trips. 

HARBOR FACILITIES AT TAMPA. 

Tampa Bay is large enough to hold the navies of the world, well sheltered and pro- 
tected from storms. The charts of the United States show a minimum depth on the 
bars of 22 to 23 feet of water. 

(Mr. Thompson here showed the chart to the chairman and pointed out the location 
of Tampa and Port Tampa.) 

We are practically in quarantine down there (Port Tampa). We have a train that 
takes the laborers to Tampa at night and brings them back in the morning. There 
is nothing there except the wharves, inns, and a restaurant, at which the laborers 
get necessary meals. When the ships are in port the crews do not eat on them, but 
go to this restaurant which is owned by the company, and everything is given up to 
cleaning and putting them in the best possible sanitary condition. The inns are to 
accommodate the public. It is necessary to have something of the kind there. The 
inns and restaurant are owned and controlled by the company. The company owns 
all the land there and controls everything. They do not let anybody live there. Mr. 
Plant is building a hotel for the Plant Investment Company at Tampa, which he 
hoped to have done this winter, a brick hotel, one of the most elegant things in the 
State, the finest except it may be the Ponce de Leon. 

Mr. HanS(in. Haven't you lots for sale at Port Tampa ? 

Mr. Thompson. No, sir. We want the town where it is and nothing down there 
for the fever to feed upon. The railroad was extended down and that was one of the 
objects in doing it. 

Mr. Hanson. A very good idea, too, for it minifies the danger of contagion. 

Mr. Thompson. We claim that we can go to Aspinwall, or any other port. Only 
make some regulations at that end by physicians who have will power enough to say 
it must be so, and they will be carried out by the ships and they can run to any port. 

There are two entrances to the bay, one on each side of an island, 2 miles long, that 
stands at its mouth. Egmont Key is the island, and there is a light-house there. 
Ships going from New Orleans to Tampa pass in at the north passage ; going to Key 
West and Havana pass out at the south passage. The railroad is extended to the 
docks at Port Tampa, which is about 10 miles from Tampa, so that a passenger can 
step from a Pullman car to the ship, and vice versa. The docks are out about a mile 
to deep water. Freight is loaded direct from the cars to the ships, and from the ships 
to the cars, all of which facilitates rapid transit. Ships leaving the docks at Port 
Tampa can put on a full head of steam and pull away for their destination without 
Blowing up for any cause whatever, and it is only necessary for ships arriving to shut 
oif steam in time to stop at the docks. Ships come and go over the outer bars under 
a full head of steam. 

outlook for a line to aspinwall. 

Mr. Plant feels the necessity for a line of steam-ships from Tampa to Aspinwall 
He would prefer to have some company establish that line other than himself or his 
companies. 

Mr. Hanson. But he wants the steamers. 

Mr. Thompson. He wants the steam-ship line there, and if somebody else would 
establish the line they should have all the terminal facilities needed in the way of 
dock and railroad improvements, and anything and everything that any reasonable 
man can ask. He does not want to do it himself, bnt wants it done. But if it be not 
done by others, he will establish a line, provided he receives proper or reasonable 
encouragement. I want to say here, his idea is that it should not be less than weekly — 
a weekly line. He will have the ships start from Mobile each trip. 

The Chairman. Will you describe the reasonable facilities that he mentions, or 
does he only say that in a general way ? 

Mr. Thompson. Only in a general way. 

The Chairman. We should like to have something definite In relation to the line, 
the establishment of which is recommended by you. 

Mr. Hanson. What means of creating that line — what assistance will be re- 
quired T . 

Mr. Thompson. I will just make a memorandum of that and come back to it, if 
you please. 

At Mobile take on such freight and passengers as there were to go. 

Mobile is a very central point and has direct line of communication over the Mobile 
and Ohio at Columbus, Ky., and St. Louis, Mo. Then it also has the Louisville and 
Nashville, direct line to New Orleans, and also to Birmingham, Chattanooga, Atlanta, 



IMPROVED POSTAL AND CABLE COMMUNICATION. 41 

Macon, and all the country toward the north, so that it la a good place for "Western 
heavy freight. Then the ships wonld run from there to Tampa. At Tampa they 
would take on the mails, passengers, and freight, which could be much later than they 
could get aboard at Mobile. Look at the map 

Mr. Hanson. What is the distance, Mr. Thompson, from Mobile to Tampa? 

Mr, Thompson. About 300 miles. It takes us a little out of our way. Have to make 
south to get to Aspinwall and make a little bit east, and run down the perpendicular 
and base of the triangle instead of running straight, but the intentiou is to have ships 
enough so that the time raally will be between Tampa and Aspinwall. Each trip 
the ship will go to Mobile. Mr. Plant already has a line — a weekly line now — between 
Tampa and Mobile. That will take that np. 

Mr. Hanson. What do you think of the policy of having station-ships on the Gulf, 
on this side and the other side ; ships to concentrate the freight and mails at central 
points, and then make connection across by one main line f 

Mr. Thompson. I shall say further along. 

Mr. Hanson. Then the ship should pull away directly for Aspinwall f 

Mr. Thompson. To establish lines between all the ports would require too many 
lines. , 

Mr. Hanson. The idea is to get quick commnnication without having so many lines 
of steamers. 

Mr. Thompson. Yes. And I would say further, that on the return trip the ship 
would go to Tampa and put off the mails, so that they could be sent on to their des- 
tination by rail. Such passengers as desired to leave the ship at Tampa could do so. 
If any desired to continue on to Mobile, which would then take another day, they 
could do that. Then the freight would be discharged at Mobile. 

The time by rail from New York to Tampa is from thirty-sis to forty hours, and 
the ships ot the Plant Steam-ship Line can make the time from Tampa to Aspinwall in 
less than four dijys, which will make the time from Now York to Aspinwall about 
five and a half days, or a little less. Four days from Tampa to Aspinwall is a reason- 
able time to make. It can be made less than that. 

Mr. Hanson. Six days, then, from Aspinwall to New York is a reasonable run ? 

Mr. Thompson. Don't want more than five and a half. As we control the railroad, 
the ships never go away until the train comes, and the trains do not go away until 
the ships come, and the same rule would apply to Aspinwall. The train would run 
to and from the ships. 

Four days is a reasonable time from Tampa to Aspinwall and vice versa. Regu- 
larity is a quantity to be sought as well as speed, and to have the ships perfectly 
regular, and you know when they are coming as well as you know a railroad train 
is, is a desirable thing. 

Three ships would be required to perform this sei-vice with regularity beyond per- 
adventure, and anybody who knows Mr. Plant and knows that he does railroad, 
express, or steam-ship business, knows that he does it in good square shape. As 
an illustration. The general manager said early in June, 1887, when the yellow 
fever was bad at Key West, " Mr. PLant, we are doing no business, and we are 
running these ships merely to carry the mails. Had not we better throw up and let 
them tine us ? " Mr. Plant said, "No, we agreed to do it, we are able to do it and we 
will." The ships went on. The general manager was in New York one day and said, 
"Mr. Plant, something is wrong with the ifascoMc. We will have to lose a trip." 
Mr. Plant said, "No, we will not lose a trij>. The Mascotte will arrive in Havana in 
time to return as far as Key West. Whatever is the matter she can make across once. 
We will send the Margaret from Tampa to Key West (266 miles) and meet her there. 
The general manager said, " But there is nobody on the Margaret who knows how to 
run the Northwest Passage." Mr. Plant said, " Here is Captain McKay, of the Oli- 
vette. Send him down to act as pilot rather than let the trip go." Captain McKay 
went. That is the way he performs service. I simply tell you this to show that if 
he starts out do anything he wants to do it well regardless of expense. 

The Chairman. We would like to see Mr. Plant. 

Mr. Thompson. Mr. Plant will avail himself of the earliest opportunity to see you. 
As soon as he is able he will go South, expecting to stop here and see you, but if he 
can not he will see you when you are South. He certainly hopes and expects that 
you will be at Tampa. 

compensation for carrying the mails. 

In regard to compensation I am unable to state in detail what Mr. Plant's Idea 
would be. I will, however, state my own, which I am incKned to believe he would 
indorse. The appropriation for the inland steam-boat service, which supplies the do- 
mestic service on the inland waters of the United States, is made in a lump sum. The 
Postmaster-General expends that money in his discretion, and is only controlled by 
the amount of the appropriation, and he must exercise his own judgment for an effi- 
oient seryice on each particular route. Ho advertises for anch service as is, in his 



42 IMPROVED POSTAL AND CABLE COMMUNICATION. 

opinion, most desirable, and accepts the lowest bidder, provided the amonnt meets 
his approval. It would seem that the Postmaster-General should be able to exercise 
the same wise discretion in the foreign service that he does in the domestic, and that 
the service from Tampa to Aspinwall should be advertised to be performed on sched- 
ules named by the Postmaster-General in Americau-bni (t ships, flying the American 
flag, making, say, not less than 16 nautical miles per hovir, and awarded to the lowest 
bidder; we think the United States should do that thing, the initiatory measure; 
the same as is done with the Inland steam-boat service, and if, in the opinion of the 
Postmaster-General, the bid is exorbitant, he would reject it and readvertise the serv- 
ice, as he does in the domestic service, or take some other means of supplying the 
service that otherwise would have been supplied in that way. We believe that he 
would be perfectly safe in advertising for the expenditure of $1,000,000 in foreign 
service, if he is in the domestic service. But the competition in bidding would be 
greater than in the inland steam-boat service, and I have no doubt that the service 
would go at a reasonable price, as it does in the inland steain-boat service, and that 
the amount of money that the Post-OflSce Department of the United States would col- 
lect of othef governments for bringing their mails to the United States, and those for 
foreign countries to be forwarded, would be sufficient to materially redncethe expense 
of^hat service, as has been demonstrated in the Cuban service, and will prove highly 
satisfactory in a mail point of view, as well as in establishing trade relations between 
the United States and those countries. 

ASFINWA-UL CONNECTIONS. 

We have now gotten the mails to Aspinwall. At Aspinwall, of course, arrange- 
ments would be made by the United States of Colombia for a connection to the Pacific 
and by the various governments of the west coast of Central and South America with 
their steam-ship lines for the distribution of this mail north and south from Panama. 
In this schedule no provision is made for the mails of Nicaragua or Gosta Rica other 
than the direct service to Aspinwall. Undoubtedly it will occur to the various gov- 
eiumeuts to participate and forward this important mail through arraiigements to be 
made north and east from Aspinwall. If need be the ships of the line between Tampa 
and Aspinwall could stop, going and coming, in Nicaragua to accommodate the com- 
merce and mails of that state, but it will be seen by the map that this landing would 
very considerably delay the mails between the United States and other states of Cen- 
tral and South America. 

Dr. Guzman. Then Port Limon would be placed in the same position. From Grey- 
town to Port Limon is five or six hours' sail by slow steamers. I do not think that it 
would take more than five or six hours. It is a very short distiuice. 

Mr. Thompson. On the arrival of the ships at Aspinwall they should make connec- 
tion with light-draught ships running north to ports in Central America and others run- 
ning east, as far as practicable, to ports on the northern coast of South America. The 
schedules should be so arranged that the shii)8 will make close connections with the 
railroad from Aspinwall to Panama, there to connect with steam-ships for the west- 
ern coast of South America as far south as Valparaiso, and others for the western 
coast of Central America. In this way quicker time can be made from New York and 
all points in the United States to the countries named than by any other route, and 
it would open up a line of communication shorter and more frequent than was en- 
joyed before, which would undoubtedly bring a reciprocal trade. 

As I said before, if we are to stop at Greytown — I think that is the best point — it 
would simply take as 155 miles out of our course and give an additional sail of that 
distance going and comiug, to accommodate the commerce and mails of Nicaragua. 
Of course we wonld not want to say that we would go in and make that sail or not. 
If you wanted us to, of course we would have to have extra time to run that 155 
miles. 

Regarding what I said, Mr. Hanson, about taking up the subject of the assistance that 
we would require, I said I would come back to it. My idea is, and I think Mr. 
Pliint would approve it, to put the service up and sell it to the lowest bidder, and so 
far as competition is concerned, while it might go for more the first time than after- 
wards, as soon as a good business developed there would be plenty of money invested 
in ships and we would have all the competition we want, and they would be glad to 
get to the service. Our interest is to have the ship line to connect with the rail- 
roads. 

Mr. Hanson. Mr. Plant is interested in railroads rather than steam-ships. 

Mr. Thompson. The ships are simply an auxiliary to the railroads. 

A member asked how far east on the north coast of South America we could go and 
make time. 

Mr. Thompson. We are not prepared to say about that. Probably you gentlemen 
know better than we do. 

We believe that mails from New York and the interior, concentrated at Tampa and 
running down across from there via Aspinwall can make quicker time to Valparaieo 
than anv otJier way. 



mPKOVED POSTAL AND CABLE COMMUNICATION. 43 

Dr. Guzman. There is one objection. Central Ameriea is trying to improTe its 
eommnnication on the Atlantic. We do not expect to get our mails always by the 
Pacific Ocean. The people in my country, Nicaragua, used to get mails at Greytown, 
oefore the Greytown harbor was destroyed, in six (lays from New York. The old steam- 
ers ran constantly in six days from New York. This mail, as you suppose, going to 
Aspinwall and then to Greytown would never be there in less than ten days, perhaps 
more. To subscribe to that on the part of Nicaragua would be to condemn herself to 
have mails by ihe Pacific route, which makes the mail from Washington to the capital of 
Nicaragua two weeks. But we can go up from Greytown, as we have already done 
with mail from New Orleans, and directly from Greytown to New York. I have re- 
ceived letters by way of Bluefields to the capital city in seven or eight days. 

Mr. Thompson. As I said betore, it is for some other people than ourselves to de- 
cide. If they say for us to go in to Greytown, all we ask is time to make the addi- 
tional distance. 

Dr. Guzman. I believe this committee is on communication between the countries 
bordering on the Gulf and Caribbean Sea. These countries are Mexico, which will not 
be benefited by the arrangement. The United States will of course. Then Guate- 
mala, whose mails are going now and will go in future certainly over the Atlantic. 
Honduras is doing the same. Nicaragua will do the same. Costa Rica has already 
done it. There remains only Colombia and the United States to be benefited by the 
arrangement, and those countries on the Pacific Coast. 

Mr. Thompson. In regard to that, we can go into those ]3ort8. It only takes more 
time. If you wanted us to go into those ports we would be ready to go in there — to 
any of the ports that you may see fit — it only takes time. 

Mr. Hanson. Your idea is to start from Tampa, call at Greytown, and then to As- 
pinwall. 

Mr. Thompson. To go straight away to Aspinwall, or to go straight to Greytown. 
We do not want to decide that question. We will be glad to go into Greytown. All 
we want is time enough to make the additional sail. 

Mr. Hanson. Which is the more convenient, calling at Greytown going or return- 
ing? 

Mr. Thompson. We would rather go into Greytown on the return trip. We are 
willing to stop both ways at Greytown, or pull away to Aspiuwall as fast as we can 
and stop at Greytown on the return trip, or afc other points in there. 

Dr. Guzman. At the present time that line would be very beneficial to us, but we 
would consider it a temporary aifair and would do away with it in the near future. 

Mr. Thompson. Now, doctor, supposing that we were running a line from Tampa 
to Aspinwall and went straight from Tampa to Aspiuwall, discharged our freight, 
passengers, and mail — would not expect to stop auy longer than necessary to comply 
with the contract — and stopping on the back track at Greytown, Port Limou, and two 
or three more places after we got in shore. That would give you service one way. 
Would that be satisfactory? 

Dr. Guzman. I could not answer that very well. How would the mails go — the 
Nicaragnan and Costa Kican — how would they go? From Tampa to Aspinwall and 
then back? 

Mr. Thompson. I ask if it would be satisfactory for us to run from Tampa to Aspin- 
wall and then go from 

Dr. Guzman. And leave the mails on the return trip ? 

Mr. Thompson. Yes, sir. 

The chairman here called attention to the map. 

Mr. Thompson. We have no objection to going into Port Limon after going into 
Greytown If you will give us time we will have the steamer come in there. Just 
swing around .west of the Island of Cuba and come in here. It takes more time, that is 
all, but you can get the service in there. It is for you gentlemen to decide ; we are 
ready to do it. We are ready to go into Port Limon and Greytown. We want some- 
body to decide for us whether we shall or shall not pull away straight for Aspin- 
wall. We leave that to you. (Mr. Thompson here showed the Plant system map to 
the chairman.) Just pass around west of the Island of Cuba and come in there, 104 
miles out of our way, if it be decided to serve Greytown and Port Limon — both as 
well as one, when once in shore. 

MEXICO. 

So far as Mexico is concerned, the communication between it and the United 
States is, as is well known, by rail, and to what extent the commerce of the west 
coast of that country would require mail facilities with the United States via Pan- 
ama is best known by the gentlemen of the comu)ittee. We do not know about that. 
It is believed that railroads are being constructed that will in a short time make 
rail communication between the interior of Mexico and the principal cities on ita 
i*acific Coast. 



44 IMPfiOVED POSTAL AND CABLE COMMUNICATION. 

THK PLAJfT LUCK TO HONDURAS. 

The Plant systeia at the present time, has a semi-monthly line from Tampa to 
Punta Cortez, Honduras. This line is experimental for the winter season, and at the 
present time is carrying mostly frait. If some other business shall develop and it 
proves that the line can be made to pay, it will undoubtedly be contiuued. 

Steamers are already running between New Orleans and Honduras, which, if prop- 
erly compensated, would doubtless render very efficient mail seryice between the ports 
of that state and the city of New Orleans. 

I have some statistics that I am unable to hand you to-day, but will take pleasure 
in doing so without unnecessary delay. 

CONCLUSION. ^ 

Mr. Plant thoroughly believes that it is the duty of the United States, and for the 
benefit of each and every part thereof, to foster and encourage regular steam-ship 
lines with foreign nations, and especially with our neighbors on the south. 

I have attempted to show you that the United States already has a fast mail line 
a long way toward Aspinwall, from New York to Tampa, with connections that would 
take in all the country to the west. Now it is only necessary to complete this fast 
line to Aspinwall to put in 1,198 miles of mail service between Tampa aud Aspinwall. 
K you desire t6 put in more and go into Greytown and Port Limon, with 104 miles 
more, all that is necessary is time to make the extra distance. 

Gentlemen, I thank you for your attention. 

Dr. Guzman. We thank you very much for the information that you have given 
us. It is very valuable. 

(Mr. Schreiber began his statement). 

Mr. Hanson. I would like to ask Mr. Thompson a question before Mr. Schreiber 
proceeds with his statement. 

If I understand you, the steam-ship service between Tampa and Havana is not 
adapted to the development of trade to any large extent, further than in the carry- 
ing of fast mails. The great benefit that we derive from that line, to put it in other 
words, is fast mail service, but it does not assist us in the carrying on of heavy trade. 

Mr. Thompson. It does not carry the sugar from Havana. 

Mr. Hanson. Now, this service that you suggest for ports farther south, will that 
service meet the purposes of general trade, heavy freight aa well as light, in addition 
to carrying the mails quickly ? 

Mr. Thompson. It will carry the mails quickly, carry passengers and carry all the 
heavy freight from that portion of the United States that can reach Tampa or Mobile 
as quickly as it can reach New York. Exactly this is the case with the present serv- 
ice to Havana. Any freight from any portion of the United States that is going to 
the Island of Cuba, that can reach Tampa or Mobile (as we have a line from Mobile 
now that connects with it) as cheaply as it can reach New York, goes that way. 

Mr. JHanson. As I understand you, the country for which you do not carry heavy 
freight belongs to New York. You can carry heavy freight that can reach Tampa as 
well as New York 

Mr. Thompson. For the Southern and Western States we are prepared to carry all 
there is, and all that is offered will be carried. Room has been sacrificed to passen- 
gers because the people had got into the custom, even in your State, of sending their 
stuff to New York if they wanted it sent to Cuba. We hope to overcome that habit 
in time. 

Mr. Thompson [Later]. In case Mr, Plant should have the contract for this serv- 
ice that I have described, from Tampa to Aspinwall, it would be necessary for him to 
build some new ships, and they would be fine ones and adapted to the trade. 

The chart or diagram that I present herewith will explain the situation more folly 
and forcibly than I can. 

Should Mr. Pla,nt establish a steam-ship line between Tampa and Aspinwall, he 
would, in addition to Tampa, praptically have termini at Mobile, Key West, and Ha- 
vana — which, for convenience, I will designate as Plant ports — aud it will be seen 
that these cover all of the East Gulf ports and the North Gulf ports east of the Miss- 
issippi River, except New Orleans, which is more distant from the great cities of the 
United States than the Plant ports. 

The Plaut system already has a tri weekly line to Key West and Havana, which 
would give cominniiication with these ports, for mails, passengeres, and freight. 

The siiip from Aspinwall would touch at Tampa, go to Mobile and return from Mo- 
bile to Taiii|)a, from which port it would sail to Aspinwall. 

it will be seen that this would form a semicircle aud accommodate an immense ter- 
ritory. Tampa is 202 miles nearer Aspinwall than any other accessible port of the 
United States, and with Mobile as a port of arrival and departure the Tampa Una 
would accommodate more people than any port on the Qulf of Masioo. 



IMPROVED POSTAL AND CABLE COMMUNICATION. 45 

You will see on this chart the cities of Charleston, Knoxville, Cincinnati, and Chi- 
cago. These cities and the entire territory west of an imaginary line drawn throagh 
them, are nearer one of the Plant ports of arrival and departure than they are to 
New York. Freight from all this territory can be carried to Central and South 
America, via the Plant ports, cheaper tban by New York, besides, the time would be 
less; the cars run onto the docks, both at Tampa and at Mobile, so that freight can 
be loaded from the cars to the ships, and vice versa, and consequently handled far 
cheaper than in New York or New Orleans. Should the Plant line extend its system 
to Aspiuwall, it would give a through bill of lading to any one of the Plant ports, 
including Havana, or to any interior point in the United States. 

Memphis, Springfield, Kansas City, Si. Joseph, Omaha, and St. Paul, and all the 
territory east of an imaginary line drawn through these places, including the great 
cities of the West and South, are nearer one or more of the Plant pores than New 
Orleans, and consequently the Plant ports would be more available for mails, passen- 
gers, and freight. 

I think I am perfectly safe in saying that it is not possible to establish a line from 
the United States to Aspinwall that will serve so well and so cheaply such a great 
number of people and vaist territory as can be done via the Plant ports. 

Kansas City is nearer a Plant port than it is to Galveston, and the last-named place 
is 324 miles farther from Aspinwall than Tampa. 

I said before that I thought it the duty of the United States to establish a weekly 
mail line to Aspinwall from the most accessible port in the United States, and I hope 
I have made it clear that Tampa is that portj it being nearer than any other port, 
and that ships running from Plant porta can perform quicker and better service than 
ships from any other ports. 

I have also said that the mail service should be sold to the lowest bidder, but that 
would not prevent me from expressing an opinion as to what the United States should 
pay. I am not, however, at this moment sufficiently informed as to the expense that 
n)ust necessarily be incurred to make a definite statement of the cost of the service 
I have described. We are investigating this matter, and hope to be fully informed 
at an early day, and we will take pleasure in placing the figures before you at our 
earliest convenience, 

I submit the following table of sailing distances in nautical miles : 
Aspinwall to — Miles. 

Galveston , 1,522 

Mobile 1,387 

New Orleans 1,382 

Tampa 1,193 

Tampa viaGreytown 1,302 

Vera Cruz to — 

Tampa 927 

. New Orleans 799 

Galveston 618 

Tampa to — 

Mobile , .. 376 

Havana 366 

Key West.... ^ 266 

The trip from New York to Aspinwall, via Tampa, can be made in from three to 
foxiT days quicker than it can by the all sail route, and at least one day quicker than 
via New Orleans, which is much farther, and the latter place being located 110 miles 
from the Gulf on a river difficult and slow of navigation. 



Appendix G. 

Fkom the Cuicago Board op Tradk. 

Chicago, III., July 9, 1889. 
To the president of the board of directors of the Board of Trade of the city of Chicago : 

The special committee appointed by the board of directors to examine into and 
report the advisability of supporting the memorial by special committee to Congress, 
submitted by Mr. S.A.Jones, of Tampa, Fla., having in view the establishment of a 
direct line of transportation from the city of Chicago, via Tampa Harbor, to the 
Caribbean Sea ports, and also to report on the acceptance of an invitation from the 
Tampa Board of Trade to visit the harbor of Tampa, Fla., beg leave to report that iu 
concert with a convention of representatives from the different exchanges, whose 
official action therewith I herewith submit, have carefully and thoroughly investi- 



46 IMPROVED POSTAL AND CARLE COMMUNICATION. 

gated the sabject presented to them, and are of the opinion that the completion of sach 
a proposed route would result not only in benefit to the entire country, but especially 
and directly to the commercial advantages of this city, bringing Chicago in direct 
communication with the er tire commerce of the now rapidly developing Southern 
States and to all the ports of the Caribbean Sea. Your committee would, therefore, 
recommend that the Board of Trade of the city of Chicago heartily support the 
memorial of Mr. S. A. Jones to Congress, and would recommend the acceptance of the 
invitation of the city of Tampa by the appointmeat of six delegates from the board 
to visit the said city, and that the board adopting the suggestion of Mr. Jones to in- 
vite the president of other exchanges represented to appoint three delegates fi'om each 
of these to join our delegations, and a representative from the Tribune, Inter-Ocean, 
Herald, Times, and News to join the delegation, in order that the press may be repre- 
sented. Your committee further reports that it would be advisable to have the dele- 
gation referred to leave Chicago by the 27th instant, that the desirable relations may 
be perfected for an early opening of the port in time for the bulk of this winter's liuit 
crop to be forwarded to Chicago and other Western points. 

G. Montague, 

Chairman. 

Report received, and a committee of six delegates was appointed to visit Tampa 
before taking final action. 



To ihe president and directors of the Chicago Board of Trade : 

Report made by the visiting committee the 10th of September, 1889, adopted and 
committee discharged. 

REPORT. 

Your committee, appointed to visit Tampa, Fla., and investigate that port and the 
advisability of indorsing a memoral to Congress from the board of trade of that city, 
beg leave to make the following report : 

We left Chicago on July 29, 1889, in company with committees from the Produce 
Exchange, the Lumberman's Exchange, Commercial Association, and representatives 
of the press of this city. At Jacksonville, Sanford, and other places the committees 
joined and accompanied us to Tampa. 

On our arrival at that place we found a large number of representative men from 
all parts of the State assembled to meet us. President Ingraham, of the South Flor- 
ida Railroad, placed at our disposal special trains and a steamer, enabling us to in- 
spect the bay from its head to the Gulf of Mexico. We find at the entrance of this 
bay 24 feet at the north channel and 26 feet at the south channel at low-tide water. 
About 2 miles from the dock we find a stone bar that had 16 feet of water when the 
United States Government commenced to remove the same, this being done by an 
appropriation voted by Congress after they had received the memorial signed by this 
board of trade and others. The appropriation was $45,000, and when the work is fin- 
ished vessels will have 24 feet of water at any point in the channel to the docks. 
The bay is 40 miles long and 15 to 20 miles wide, and is safe to navigators without 
pilot or previous knowledge. 

Docks and hotels have been built, and other accommodations for freight and pas- 
sengers ; a line of steamers was put on three years ago, the Key West and Havana. 
Prior to this there were but email imports ; the receipts of the custom-house were but 
a few hundred dollars per year. This year the receipts will run over $300,000. 
The committees of the numerous boards of trade whom we met in Florida and Geor- 
gia, having full knowledge of this, and the possibilities and the business through this, 
the mo#t natural channel and nearest market from the South American Republics, 
recognize Tampa as the most accessible and desirable port, and are axiously looking 
to see the consummation of this enterprise. They are looking to the Chicago Board 
of Trade and the great West to aid them. 

You may ask in what way do .they hope for profit, and what interest has the West 
and the Chicago Board of Trade in this business? Our answer for the merchants 
and producers for Florida and Georgia and the South is : 

First. The prospective opening of this business has opened the eyes of railroad 
managers to the importance of direct lines through the West, giving equal time and 
as low rates to the East, and your committee has the assurance from the executive 
oflScers of three of these lines of railroads in the State named that they not only de- 
sire this, but will and can accomplish it, and to aid in developing more active business 
relations with the West and to handle the South American trade they will carry 
freight over their lines for five years at actual cost for their services. This will open 
up a business that will enable the producer to place his fruit in Chicago as'cheaply 
as in New York, saving time and the freight from tUat city. We find in the State of 



IMPROVED POSTAL AND CABLE COMMUNICATION. 47 

Florida nearly 20,000,000 acres assessed for tax, and only three-quarters of a million 
cultivated. The merchants are active and progressive and these improved transpor- 
tation facilities to the West will bring them rapid developments, to the producer 
wealth, and to the railroads dividends for their stockholders. What interest has the 
West and the Chicago Board of Trade in all this ? What benefits one part of the 
country is a benefit to all. Second. Chicago will have constantly cheap fruits and 
vegetables, bringing wealth to onr merchants and delicacies to our tables at reason- 
abJe cost. We find from $450 to $500 per car is the cost to ship fruit from California 
to Chicago ; we will be able to receive it from the South at one-third the cost of trans- 
portation. Coffee, sugar, sinip, and rice will come to us direct, and with the South 
and Central American products tropical products will be received at reasonable prices, 
and in exchange they will take our flour, hay, corn, and potatoes, agricultural im- 
plements, furniture, etc. 

Your committee finds that the statements made by Mr. S. A. Jones are true in every 
respect, and that all his estimates have been truthful and not colored to mislead; 
we also find that the Tampa Board of Trade and the city of Tampa paid a)l the bills and 
expense for taking the committees to Tampa and return, and there is not any corpora- 
tion or individuals back of him to profit by his efforts; also, that the city of Tampa 
has given over $60,000 in money and land to manufacturers to locate there, and the 
enterprise and push found in that city, and also in Jacksonville, and St. Augustine, 
Macon, Atlanta, Chattanooga, and other cities visited by us, and the enterprise of 
the press are only equaled by some of onr live Western cities. 

Your committee finds that the entire South interested in the developments of South 
and Central American trade, and the aid given them to accomplish the work will 
tend to more strongly cement our social and business relations. These reasons being 
true is why the South comes to us, and why our influence and indorsements have 
potent influence in Washington. Because our State pays over thirty millions to the 
support of the national Government yearly. Your committee would further recom- 
mend that the committee appointed by this board to attend a meeting of a Congress 
of the Three Americas in Washington, in November, be instructed to use their influ- 
ence to induce the delegations from South and Central America to return to their 
homes via Tampa Harbor, where steamers will be placed at their disposal, free of 
charge, to carry them to Aspiuwall, the entry port to their various countries. This 
will save much, it being only 1/200 miles from Tampa to Aspinwall, and they can 
make the entire journey from either Chicago, or New York via Tampa to Aspinwall 
in one hundred and thirty-nine hours, instead of being three or four weeks by the 
way of New York and Liverpool and the Atlantic sea-board to their homes. 

Finally, your committee reports that, having investigated Mr, Jones's figures on 
the amount of commerce to be gained aud the large saving to be made, and after 
having made, both personal inspection and geographical study of the route, harbor, 
charts, and maps your committee is thoroughly convinced of the practicability of the 
plans, and that Tampa is the most practicable port by which this trade can be di- 
verted and turned to this country, that will be of untold value to this city and the 
country at large, and we most heartily recommend the indorsement of the memorial 
to Congress, presented by Mr. Jones, and that the press of this city be furnished a 
copy of this report. 

Gilbert Montague, 
W. M. Greeg, 
Joseph Greeg, 
Geo. H. Sidweli., 
Jamks B. Wanzer, 
Celaeles Keifsnbider, 

Committee. 



Joint report from the Board of Trade, Produce Exchange, Lumberman's Exchange, Com- 
mercial Association, and Representatives of the Press, of Chicago, III., who visited 
Florida August, 1889. 

The convention was called to order at 3.30 o'clock September 13, 1889, in parlor A, 
of the Grand Pacific Hotel, Chicago, 111., with Mr. Gilbert Montague, of the Board of 
Trade, in the chair, who stated that the meeling was called to listen to the report of 
the committee of the joint committees that visited Tampa, Fla., in August last. 

Mr. Montague. As chairman of the permanent organization of the joint commit- 
tee that visited Tampa, at the invitation of the Tampa Board of Trade, for the pur- 
pose of investigating the practicability of that port as the most desirable and acces- 
sil)]e place to open comnjercial relations with Central and South America, beg leavw 
to propose the foUowiug for your consideration, as the report < f the joint committee 

19 



48 IMPROVED POSTAL AND CABLE COMMUNICATION. 

Colonel Littler, of the Produce Exchange, secretary of the meeting, then read the 
following report: 

To the citizens of the State of Florida, Georgia, the Southwest, the Great West, and the city 

of Chicago : 

The gentlemen comprising the committees from the Board of Trade, Produce Ex- 
change, Lumberman's Exchange, Commercial Association, and the press that visited 
Florida in August, having made their repoi"t8, and having been adopted and the com- 
mittee discharged, we consider the advisability of a more extended joint report, and 
submit the following for your careful consideration, indorsement, and co-operation. 

The object of our visit South was to examine Tampa Harbor, with a view to asking 
Congress to appropriate necessary funds to establish weekly mail to South and Cen- 
tral America, via Aspinwall, also the development of more active commercial rela- 
tions with them. 

The first question considered is the possibility of that trade and its importance to 
this country. Statistics show that we have imported this year from the West Indies, 
Central and South America, Mexico, and Cuba, in excess of our exports to them 
$187,000,000 worth of merchandise. These imports have been sent to them mostly in 
foreign bottoms that have come to us from England, Germany, France, Spain, and 
Holland, delivering merchandise that should have gone from this country direct. 
During the mouth of June there arrived at Buenos Ayres sixty-eight ocean steamers 
from Europe. We find that the Dutch steam-ship lines running between Amsterdam, 
the West Indies, and New York imported by this line to us $14,242,000, and exported 
$11,497,000. A portion of our exports to the countries named are now sent via New 
York and Liverpool. We can furnish most of this merchandise and deliver it from 
our Chicago manufactories or any central point in this country to Aspinwall, with 
only one breaking bulk and save from 3,000 to 5,000 miles. Why is it we have not this 
trade ? Because European countries have given aid and encouragement to their mer- 
chants to enable them to have constant mail communication and to advertise and in- 
troduce what they have to sell. Tampa has asked us to aid them in their eflbrts to 
have our Government furnish weekly mail service to Aspinwall. Why this request 
of us ; and what are the advantages of that port over others f 

(1) The request is made of Chicago because she is the great distributing point for 
the West and the Northwest, and is the geographical commercial center of this 
country. 

(2) Because Illinois pays more than any State for the support of the National Gov- 
ernment. 

(3) Because our western merchants are live, energetic business men, quick to act, 
always to aid in any enterprise that benefits the country or any section, and because 
the products of this city can be found in almost any civilized country in the world. 

What advantage has the port of Tampa over others t Nature has made Florida 
the direct highway from this country over which our vessels may pass with compara- 
tive safety, and is the nearest and most accessible point to send our mail and mer- 
chandise to the West Indies, Central and South America, and Cuba, and returning tc 
distributethe products of the countries from. The Bay of Tampa has many advan- 
tages over other Gulf ports. 

(1) It is the nearest port where there is sufficient water at low tide to admit ves- 
sels to carry on this business. 

(2) She has a magnificent harbor, sufficient to accommodate the entire commerce ol 
this country, and has docks, warehouses, and hotels, with ample rail facilities for 
receiving and distributing all the merchandise that may come. There is 24 feet of 
wat«r at the south channel and 26 at the north channel, and navigators can sail to 
her docks without pilots, being lighted or towed. 

Tampa is 1,200 miles from Aspinwall, Pensacola is 1,537 miles, Mobile 1,576 miles, 
and New Orleans 1,578 miles, making Tampa about thirty hours shorter than to the 
ports named, and is five or six days' time nearer us than by way of New York. 
Freight can be delivered in Chicago from South America (before it could be delivered 
in New York) from this port, saving loss of decay, insurance, and the great risk 
from the dangerous coast. 

We find the unhealthy commercial conditions of increase in imports and decrease in 
exports from the countries named. Two years ago the volume of imports was 
$265,000,000, in 1888 it was $253,000,000. The imports to us from Mexico for 1888 
were $27,272,778, with Central America $11,754,9.52. We exported to these countries 
only $05,975,759, in exchange for this large volume of trade. The Government re- 
ports show that on this $253,797,648 worth of imports we are doing with them is being 
done at an extra cost of $12,000,000 per annum. This came from extra insurance to 
reach the Atlantic sea-board, in loss by wreckage and goods by length of time taken 
to reach destination. Nearly all of this can be saved, besides thousands of dollars of 
freight, by the short route via Tampa Harbor, and millions more of boainess oaji be 



IMPROVED POSTAL AND CABLE COMMUNICATION. 49 

diverted to us. Europe receives from Bolivia, the Argentine Republic, Brazil, and 
Uruguay, $240,000,000, yearly ; we certainly should be able to secure part of this. 

What are the benefits Florida and the South will obtain from this business, and 
what benefits will Chicago and the West derive ? 

Nature has bestowed her rarest gifts on Florida. She is now in the infancy of her 
development. This great State has only 20,000,000 acres of entered and taxable land ; 
of this only about 75,000 acres are under cultivation. She will produce, proba- 
bly, 5,000,000 boxes of oranges this year. We find the production of vegetables 
increasing rapidly ; they will ship, from 4,000,000 to 5.000,000 crates this year. Three- 
quarters of all the Sea Island cotton produced in the United States is grown in 
Florida, and the finest tobacco produced is grown in that State, and this industry is 
being rapidly developed. The sugar-cane in Florida produces the finest sirup and 
sugar ; large sums of money have been expended in this industry and it is being 
rapidly developed. The finest timber is found, and the lumber interest for years has 
been the leading industry in this State. Large cigar factories are found at Key 
West, Tampa, and Jacksonville, and nearly all tropical fruits are produced. 

Tampa about three years ago had about 2,000 inhabitants ; now there are over 
10,000. Her business amounts to over I|i5,000,000 annually. The duty received at that 
port will amount to over $300,000 this year ; this development is due to the fast mail 
service between Washington and Tampa Harbor. We understand the Government 
pays $180,000 per year for this and $7.^,000 per year for the mail service from that port 
to Havana. From this it is apparent that the Government has gained, and the de- 
velopment of the South in consequence of this service has been millions. Jackson- 
ville, the commercial capital of Florida, has a business of nearly $50,000,000 each 
year, with a population of about 25,000. St. Augustine is the Queen City of that 
State. Its hotels are magnificent, and the intelligence and push of the people we 
found in Tampa, Jacksonville, Ocala, Sanford, St. Augustine, Orlando, Kissimi, and 
other places visited by us can not be excelled by any of our Western States. Eastern 
and Western capitalists have invested large sums in building hotels costing millions 
of dollars, and over $50,000,000 have been invested in railroads. Key West has over 
200 cigar factories, and produces 100,000,000 cigars yearly. She produces sponges to 
the value of $1,000,000 ; pineapples $75,000 worth, and her population is 19,000. 
This development has been rapid, and the producers are looking to see where they 
can find an outlet for their products. 

Georgia is in the same condition as Florida, with its vast resources of cotton, iron, 
timber, coal, and fruits ; it requires better and more rapid transportation facilities 
and they all look to us to aid them. The fast mail service from Washington to Tampa 
Harbor and Cuba has made millions of dollars for that State ; now they hope by our 
aid to open up a trade with Central and South America. This will soon bring them 
fast mail service to Chicago, and with it rapid transit for their products and at rea- 
sonable rates to this city, where it will be distributed to the West. We dwell on all 
these points for the reason of their great importance to the Southern people and the 
facta as we see them, that this harbor of Tampa is the way to the Gulf by which this 
city and the West will derive a large and lucrative business. 

Our visit was made at a time when we expected to find it unhealthy and uncom- 
fortable, and it is with pleasure that we can tell the people of the West that we were 
not troubled with anything more disagreeable than our inability to accept the gen- 
erous hospitality offered us at all points. We found the climate pleasant and cool at 
night, and only wished our visit could have been prolonged. 

Desiring to speak of the fear of yellow fever entertained by Northern people. Dr. 
G. T, Maxwell, in his report on yellow fever in Florida, says : " Tampa has had the 
yellow fever only three times in her history ; New York, Boston, Philadelphia, and 
Baltimore have had it many times. The quarantine regulations of the State are 
rigidly enforced and sanitary measures now being perfected will, we think, exempt 
in the future Florida from this dread disease." 



Whereas Mr. S. A. Jones, of Tampa, Fla., by his untiring zeal and constant efforts 
to make the visit of this committee pleasant, and to give us every opportunity to 
investigate, and finding all his statements true : Therefore, 

Resolved, That we most heartily recommend Mr. Jones as being worthy of the trust 
and confidence of the people of the South and West, as well as the commercial bodies 
he may visit, and from whom he may ask assistance and official indorsement, to 
insure the success of the enterprise he is engaged in, and that we recommend him to 
the favorable consideration of all the United States Senators and Representatives in 
S. Ex. 174 -4 



50 IMPEOVED POSTAL AND CABLE COMMUNICATION. 

Congress, aud all the coramitteea of the national It gislattire, in the interests of more 
close commercial relations with the South, the West, and Central and South America, 

Gilbert Montague, 
Chairman Board of Trade Committee. 
Maurice H. Sulley, 
Chairman Commercial Exchange Association Committee. 
K. M. Littler, 
Chairman Produce Exchange Committee. 
L. F, Swan, 
Chairman Lumberman's Exchange Committee. 
C. F, Pereb, 
Chairman Press Delegation, 

St. Louis, Mo., April 2?,, 1889, 
The undersigned members of the board of directors of the merchants' exchange 
of St. liouis, having considered the memorial to Congress, issued by the Tamjia, Fla., 
Board of Trade, under date of April 3, 1889, setting forth the advantages of said port 
as a near aud safe route to Cuba, Central and South America, and asking an appropria- 
tion of $1,000,000 to any steam-ship line that will, for live years, carry the United 
States mail from Tampa Bay to Aspiuwall, do hereby approve and indorse said me- 
morial and ask for same the favorable consideration of the Congress of the United 
States. 

Chas. a. Cox, 

President. 
Hugh Eogkrs, 

Vice-President. 
George H, Morgan, 

Secretary. 
Jno. B. Vandolfo, 
Isaac M. Mason, 
E. M. Hubbard, 
Jno. 0. Fears, 
J. B. Ambs, 
C. H. Spencer, 
H. N. Chandler, 

Directors. 

Chicago, III., July 6, 1889. 

At a special meeting of the board of directors of the produce exchange of the city 
of Chicago, held this date, John B. Lynch, esq, president, chairm.au, the following 
resolutions were xiresented, and after all members of the board had had an opportu- 
nity to express their views upon the same, were unanimously adopted : 

Resolved, By the produce exchange of Chicago, that we heartily indorse the 
memorial submitted by Mr. S. A. Jones, of Florida, to be presented to Congress for 
the opening up of a direct line of commerce from Chicago and the West to Florida, 
and also via Tampa Harbor to Cuba, Central America, and South America. 

Resolved, That a committee of five bo appointed from this exchange, whose duty it 
bhall be (in connection with a like committee from the board of trade, Chicago) to 
co-operate with the Tampa Board of Trade, with the view to effect an early arrange- 
ment for quick transit and cheap rates between Tampa and Chicago aud the West. 

Resolved, Th.at this committee will urge the Eepresentatives in Congress to give 
their influence to secure an early opening of this direct line from Chicago and the 
West to Cuba, Central and South Ainerica. 

Resolved, That the press of Chicago be furnished a copy of these resolutions and 
requested to give its sanction and support to this work. 

Resolved, That the invitiition of Mr. Jones to visit Florida be accepted, and a com- 
mittee of five bo appointed by the president (for which he shall be the chairman) to 
represent this exchange, who shall respond at the call of the board of trade commit- 
tee. 

Egbert M. Littler, 
Secretary Produce Exchange, City of Chicago. 



Chicago, July 8, 1889. 

At a regular meeting of the board of directors of the Lumberman's Exchange, of 
Chicago, held this day, the following action was had and the following resolntious 
unanimoufdy adopted : 

£esolved, By tlie Lumberman's Exchange, of Chicago, that \re heartily indorse the 



IMPEOVED POSTAL AND CABLE COMMUNICATION. 51 

oaemorial submitted by Mr. S. A. Jones, of Florida, to be presented to Congress for the 
opening up of a direct line for commerce from Chicago and the West to Florida, and 
also via Tampa Harbor to Cuba, Central and South America. 

Besolved, That a committee of three be appointed from this exchange whose duty 
it shall be (in connection with like committee from the Board of Trade of Chicago) to 
co-operate with the Tampa Board of Trade with the view to effect an early arrange- 
ment for quick transit and cheap rates between Tampa and Chicago and the West. 

Besolved, That this committee will urge the Representatives in Congress to give 
their influence to secure an early opening of this direct line from Chicago and the 
West to Cuba, Central and South America. 

Besolved, That the press of Chicago be furnished a copy of these resolutions and 
requested to give its sanction and support to this work. 

Besolved, That the invitation of Mr. Jones to visit Florida be accepted, and a com- 
mittee of three be appointed by the president (of which he shall be the chairman) to 
represent this exchange, who shall respond at the call of the Board of Trade com- 
mittee. 

Theo. F. Swan, 

Secretary. 

Chicago, III., July 9, 1889. 
George F. Stone, Esq., 

Secretary Board of Trade, Chicago : 
Dear Sir : In common with representatives from other organizations in this city 
we have examined the project submitted by S. A. Jones, of Tampa Bay, Fla., having 
in view the establishment of a direct line of transportation from the city of Chicago, 
via Tampa Bay, to the Caribbean Sea ports, and are of the opinion that the comple- 
tion of the proposed line of transportation would confer great commercial benefits 
upon the whole country, and especially upon the West, by bringing ua in direct com- 
munication with the Caribbean Sea and South American ports, and approve the same. 

Samuel B. Eaymond, 

President. 
L. J. Leonard, 

Secretary. 

Chicago, Sept&niber 2, 1889. 
To the Secretary of the Commercial Exchange, Chicago, III.: 

The undersigned committee, appointed to visit Tampa Bay, Fla., begs to submit the 
following report : 

The excursion party left Chicago on the evening of July 29 last, and after a short 
stay at Chattanooga, Atlanta, andMacon, reached Jacksonville, where we were met by 
a committee representing the Board of Trade, press, and railroads of Jacksonville, 
who escorted iis to Port Tampa. 

Ample opportunities were afforded us to inspect the harbor facilities of Port Tampa. 
Soundings were taken from the deck of a steamer (which was at oar di8posa.l), show- 
ing a depth of 26 feet in the north channel and a depth of 24 feet in the south chan- 
nel, the only obstruction being a limestone bar, for the removal of which Congress has 
already passed an appropriation, and the work of removing same is rapidly progress- 
ing. This work being completed, Tampa will have the finest port of entry on the 
julf coast, and one that a mariner can enter without the aid of a pilot. 

A route from the South American ports by way of Tampa would be the shortest by 
400 miles. 

This committee has refrained from making a detailed report embodying the advan- 
tages Chicago would receive by a direct commercial relation with Tampa and South 
America, leaving such a report to be made by Mr. Gilbert Montague, the chairman 
of the joint committees, but will state that this project merits the consideration of the 
business men of Chicago and the Northwest. 

Respectfully submitted. 

Maurice H. Sculley, 

Chairman. 

Lincoln, Nebr., Septemler 19, 1889. 

At a meeting of the directors of the Lincoln Board of Trade, held at their room on 
September 19, 1889, the following memorial was unanimously adopted and signed by 
the officers and members of the board : 

The undersigned directors of the board of trade, of Lincoln, Nebr., having con- 
sidered the memorial to Congress issued by the Tampa (Fla.) Board of Trade under 
date ot April 3, 1889, setting forth the advantages of said port as a near and safe 
route to Cuba, Central and South America, and asking an appropriation of |1,000,000 



52 IMPROVED POSTAL AND CABLE COMMUNICATION. 

to any steain-sliip line that will, for five yeara, carry the United States mail from 
Tampa Bay to Aspinwall, do hereby approve and indorse said memorial and ask for 
same the favorable consideration of the Congress" of the United States.' 

R. H. Oakley, 

President Lincoln Board of Trade. 

A. H. Weir, 







Vice-President. 


c. 


A. 


Atkinson, 

Secretary. 


J. 


J. 


Imhoff, 


A. 


E. 


Hargraves, 


C- 


J. 


Ernst, 


Eli Plummer, 


M 


. L. 


. Trester, 


T. 


W 


. LOWRY, 


C. 


H. 


Gere, 

Directors. 




R. 


H. Oakley, 

President. 




C. . 


A. Atkinson, 

Secretary. 



The above is a true copy from our records. 



Omaha, Nebr., Sej^tember 21, 1889. 
At a special meeting of the directors of the Omaha Board of Trade, held at their 
office in the chamber of commerce, there was presented, and upon motion unani- 
mously adopted, the following: 

Whereas there has been laid before the board of trade a memorial, which is to 
be presented to the Congress of the United States by the board of trade of Tampa, 
Fla., memorializing Congress for an appropriation of |1, 000, 000 to an American 
line of steamers that will carry the United States mail from Tampa, Fla., to Aspin- 
wall, Central America, and intermediate points for a term of five years : Believing 
that such a line would be of great advantage to the Southern, Middle, and Western 
States and Northern States, we therefore most cordially indorse said memorial and 
request our Senators and Members in Congress to give their support to the passage 
of a law in accordance with the terms of said memorial. 

W. N. Nason, Secretary. 

Euclid Martin, President. 

Max Meyer, Vice-President. 

E. E, Bruce, 

C. O. LOBECK, 

J. E. Iler, 

Daniel H. Wheeler, 

Directors. 
Hugh C. Clark, Treasurer. 

DBS Moines, Iowa, September 23, 1889. 
At a meeting of the Des Moines Commercial Exchange Directory Board, held at their 
rooms this day, the following memorial was unanimously adopted and signed by the 
officers and members of the board : 

The undersigned directors of the Des Moines Commercial Exchange, having con- 
sidered the memorial to Congress issued by the board of trade of Tampa, Fla., under 
date of April 3, 1889, asking for an appropriation of $1,000,000 to an American line of 
steamers that will carry the United States mail from Tampa, Fla., to Aspinwall, Cen- 
tral America, and intermediate points, for the term of five years : Believing that such 
a line would be of great advantage to the great Northwestern, Western, Middle, and 
Southern States, we therefore indorse most cordially said memorial, and would re- 
quest our Senators and Members of Congress to give their support to the passage of 
a law in accordance with the terms of said memorial. 
[seal.] Isaac Brandt, 

President. 
T. F. Sblleck, 

Secretary. 

Milwaukee, Wis., September 27, 1889. 

A joint meeting of the officers and directors of the Merchants' Association and 

Chamber of Commerce of the city of Milwaukee was held September 27, 1889, at 

which Mr. C. A. Chapin, of the Chamber of Commerce, was elected chairman. Mr. 

C £. Andrews, of the Merchants' Association, offered the following, which upon faU 



IMPEOVED POSTAL AND CABLE COMMUNICATION. 53 

consideration and discussion was adopted as the unanimous expression of the meet- 
ing: 

The officers and directors of the Merchants' Association and board of directors 
of the Chamber of Commerce of the city of Milwaukee, having listened with great in- 
terest to the remarks of Mr. S. A. Jones, of Tampa, Fla., in relation to a memorial to 
be presented by the Board of Trade of Tampa, Fla., memorializing Congress for an ap- 
propriation of $1,000,000 for the purpose of establishing an American line of steamers 
carrying United States mail from Tampa, Fla., to Aspinwall, Central America, and 
intermediate points, for a term of five years, most cordially indorse the memorial and 
the object. Believing that such a line of steamers would be of incalculable benefit 
to the Southern, Middle, Western, and Northwestern States, we can earnestly request 
the Senators and Representatives in Congress from the State of Wisconsin to give their 
support to the passage of a law in accordance with the terms of the memorial. 

C. E. Andrews, 
President Milwaukee Merchants' Asaociation. 

Oscar Mohr. 

W. J. Langson, 
Secretary of the Chamber of Commerce of Milwaukee. 



[T«mpa Board of Trade. Office of S. A. Jones.] 

Tampa^ Fla., April 3, 1889. 
To the Senators and Bepresentatives of the United States in Congress assemiled : 

We, your petitioners, merchants, shippers, boards of trade, merchants' exchanges, 
as below specified, represent as follows : 

Whereas it has been shown that many millions of dollars can be saved to the peo- 
ple of the Western, Middle, and Southern States, on goods now coming to them from 
Cuba, Central America, South America, and Mexico that is now coming by the way 
of New York and the Atlantic sea-board, passing out of the Gulf of Mexico and the 
Caribbean Sea, through the dangerous reefs of Florida to enter the Atlantic Ocean, 
and on by Cape Hatteras to reach New York, costing an extra insurance of 24 per 
cent, and a loss on vessels of $10,000,000 yearly, saying nothing of the $1,500,000 loss 
per year on perishable goods by long shipment ; 

Whereas it has been shown that $265,000,000 worth of commerce pass and repass 
yearly to the Eastern sea-board over this dangerous route ; also that out of this 
amount, $165,000,000 is consumed, handled, and manufactured west of and including 
the State of Ohio ; and 

Whereas it has been shown that Tampa Bay, Florida, is the most practicable 
Southern harbor on the coast of the United States, through which this $165,000,000 
worth of goods that is consumed and handled in the Western, Middle, and Southern 
States shonld enter this country ; therefore. 

We pray your honorable body to note that it has been shown that all this heavy 
loss of ships, and loss of extra insurance and perishable goods can be saved to the 
customers by this new route, a^nd at the same time give a large volume of work to 
the Southern and Western roads, thereby enabling them at a great saving to carry 
these goods direct through the South on an air line through the heart of Kentucky, 
Tennessee, Georgia, and Florida, opening up a rich section of country in these States, 
making them tributary with the South American trader to the market of the cities 
of Ohio, Indiana, Illinois, Michigan, Iowa, Wisconsin, Minnesota, Colorado, Nebraska, 
Kansas, and Missouri, the natural market for all these States, and the Central and 
South American countries, instead of carrying to them second-handed by the way of 
New York and the Atlantic sea-board, to be again redistributed to the country at 
large. 

It is also shown that the distance by rail from New York to Chicago and St. Louis 
is the same as it is from Tampa to St. Louis. This change of route will save over 
1,000 miles of transportation for goods now going to New York and Eastern sea- 
boards to find a railroad to transport them to Chicago, St. Louis, Cincinnati, the 
great inland market of the country for the West and the Northwest, passing the end 
of an air-line road than can be had over 1,000 miles nearer. 

It has been shown that Tampa Bay, since receiving the first indorsement by the 
cities of the West, has induced large capital to begin the development of the city of 
Tampa. Congress has made Tampa a customs district and her custom receipts amount 
to $20,000 per month ; has a bill pending before Congress, and passed the Senate, pro- 
viding for her public buildings ; one to be an international exposition to encourage 
ftiendly intercourse between these two countries ; has appropriated large sums of 
money that is now being expended to prepare the harbor for the entrance of the 



64 IMPROVED POSTAL AND CABLE COMMUNICATION. 

largest ships: the United States mail is now carried via Tampa to Cuba m sixty-sjs 
hours from New York, also the same time from St. Louis and Chicago, over the old 
time of three hundred and twenty-four hours ; the new docks have been finished 
at Tampa at a cost of $250,000; the two fastest ships on the American waters, cost- 
ing a half million dollars, carry you from Tampa to Havana in eighteen hours ; the 
only absolutely fire-proof tourist's hotel in the world is now being completed at 
Tampa at a cost of several millions of dollars, to accommodate the traveling public 
of both continents ; a new line of ships soon to be run to Vera Cruz, Mexico, carrying 
the New York and western mails in ninety-six hours via Tampa. The city of Tampa 
has grown in five years from 1,200 to 10,000 people, with factories that cost $2,000,000, 
paying out weekly |40,000 for labor ; the city is lighted with electricity, supplied 
with fine water- works and street-car lines, and all industries are under headway. 

Whereas these new improvements are realities and standing monuments of indus- 
try and enterprise, it is of vital and national interest to the people of the United 
States, as well as the Western, Middle, and Southern States, to foster and give all aid 
they can to increase our water facilities of transportation at this most practicable 
place, through which to reach the rich fields of Cuba, South America, and Central 
America over the most direct, shortest, and cheapest line over which to send our ex- 
ports and receive our imports : therefore we urgently request and recommend that 
Congress appropriate, for the further encouragement and development of our south- 
ern connections at Tampa, Fla., with the Carribean sea-ports, $1,000,000 to any ship 
line that will for five years carry the United States mail from Tampa Bay to Aspin- 
wall, said ships to be owned by American capital and equipped with first-class pas- 
senger accommodations and freight facilities, to be run under such restrictions and 
regulations regarding the appropriation as may be determined by the Postmaster-Gen- 
eral. Therefore we pray your honorable bodies' early and favorable consideration of 
this matter, not only for the benefit of the people of Florida but of the whole United 
States, whose interests are directly concerned in communicating and transacting bus- 
iness through Florida with the West Indies, Central America, and South America 
cheaply and quickly, and by land transportation, instead of by long and expensive 
route by way of the Atlantic sea-board. 



Appendix H. 

From B. A. Jones, op Chicago. 

[Office of Gilbert Montague, 6 and 8 Sherman street, chairman of permanent organization on South 

American Mail Line.] 

Chicago, III., October 8, 1889. 

Hon. James G. Blaine, 

Secretary of State, Washington, D. C. : 

Dear Sir : I have the honor herewith to submit for your kindly consideration the 
report to date of work on a plan unanimously adopted by the South and West, as far 
as the work has been done, and have no hesitancy in saying Michigan, Ohio, and In- 
diana will join us, as they have already so indicated, and did join us before in the 
work to improve Tampa Harbor, Fla. 

Eeport herewith submitted by the various committees after a personal inspection of 
this scheme and plan speaks all that is needful of the practicability ol the line and 
the abundant capacity of the harbor and the desirabQiby of the route. There has 
been formed in this city, from the different business organizations, a permanent organ- 
ization, whose work is to push this matter until the mail line to Aspinwall, via Tampa 
Harbor, is open. I have been requested, and it has been suggested by the chairman 
and the various members of this organization and of the different organizations that 
have indorsed the plan, to lay as early as possible this matter before you for advice. 
The committees see the importance of the work, and have passed resolutions to use 
their aid and influence in securing the return of the South American delegates over 
this route to Aspinwall, the entrepot to their various countries, as they have come 
to this country by way of Liverpool and the eastern sea-board, and we have noticed 
the programme of their visit is a hurried trip through the North and West, touching 
only at New Orleans, on the Gulf, and then to return to Washington. 

It is the earnest wish and desire of the people of the West and South that this 
delegation, when they have completed their work in Washington, to have them re- 
turn via Tampa, Fla. ; arrangements can be made to make the time between Tampa 
and Aspinwall in less than ninety-one hours. Of course no comment is needed on the 
result, when they, by this route, find they can reach New York and the East, and Chi- 
cago and the West, all within one hundred and thirty-nine hours, and have a short, 
beautiful, andsafo voyage, as against the long and dangerous route they wiU have to 



IMPEOVED POSTAL AND CABLE COMMUNICATION. 55 

come, we feel this will go a long way toward convincing them they are our very close 
neighbors. We desire to know what s. eps to take to bring abont their return over 
this route, and the different organizations desire to know if the Government will furn- 
ish transportation for them, or will charter one of the fine steamers now plying be- 
tween Tampa and Cuba, which are unexcelled in speed and equipment for comfort by 
any steamers in any service on American waters. 

Knowing of your broad views on these matters, and the interest you have taken in 
endeavoring to establish closer relation with these countries, we feel you will not 
deem us intruding in asking this information. I am getting up a condensed report — 
in a short time it will be in — full and comprehensive. Do you think it will be neces- 
sary to obtain the indorsement of any more States before this matter of their return- 
ing is laid before the meeting in Washington? By the time next Congress meets we 
will have the entire official indorsement north and south of the Ohio River, 

An early answer with your favorable opinion, and full knowledge of what is need- 
ful in such matters, will be happily received and most highly appreciated, by yours, 
in behalf of the people of the South and West, and the various organizations enlisted 
in this work, I beg to subscribe myself, 

Most respectfully and obediently yours, 

S. A. Jones, 
68 Sherman street, Chicago, III. 



Appendix I. 
From the board of trade op Columbia, South Carolina. 

Hon. James G. Blaine, 

Secretary of State, International American Congress, Washington, D. C. : 

Sir : As a committee of the board of trade of the city, appointed especially for the 
purpose of considering your valued communication of June 17, 1889, in regard to the 
meeting of the International American Congress, and to reply thereto, we have the 
honor to say : 

That for several years the subject of reciprocal trade, particularly with our very 
near neighbors. Central and South America, Mexico, and the West Indies, has been 
a subject of much thought and concern to us whose interests in manufacturing and 
commerce is developing as never before in the history of the South. 

As our manufactured products increase, we look naturally for consumers (custom- 
ers) to these ports that are to this country sealed, owing to the paucity of our mer- 
chant marine, and the small amount of reciprocal commerce done by the United 
States. 

According to the report of the South American Commission our trade with South 
and Central America is — 

Imports $1,185,828,579 

Exports 442,048,975 

Balance of trade against us 743,780, 604 

This is truly wonderful, and the fact patent, that this country is not getting a fair 
share of this trade, and the greater wonder is that American manufacturers have been 
and are blind to the great amount of good there is lying ready to their hands in these 
countries. 

The diiference in the value of American cottons as compared with Egyptian (our 
cottons being 25 per centum higher in Liverpool after being carried nearly 4,000 
miles when taken to the looms of Manchester) shows the appreciation of English 
manufacturers Ibr this volume of business. 

We therefore enter most heartily into the reciprocity idea, even to the extent of 

recommending to our General Government the expediency of subsidizing vessels of 

great speed and heavy tonnage that will make quick and frequent trips to these 

ports and the ports of Canada, touching at Charlestor, Georgetown, and Port Eoyal. 

Eespectfully, 

E. S. Desportes, 
David Jones, 
J. L. Munnaugh, 

Committee. 
Columbia Board of Trade. 

Columlia, S. C, September 25, 1889. 
Unanimously adopted. 

C. Jr Tredell, 

President. 
R. M. Anderson, 

Secretary, 



56 IMPKOVED POSTAL AND CABLE COMMUNICATION. 

Appendix J. 

From the Chamber op Commerce, Mobixk, Aul. 

Dr. O. F. Cawthorn, President, 

And Board of Directors of the Moiile Chamber of Commerce: 

Sirs: Your comruittee on information and statistics, to whom was referred your cir- 
cular letter of the Secretary of State of the United States, Hon. James G. Blaine 
dated June, 17, 1889, referring to the Conference of the American States to be held in 
"Washington, D. C, October 2, next, respectfully report : 

That they have considered said letter and the accompanying act of Congress of 
May 24, 1888. They find that Mobile is not especially behind other ports of the 
United States in commercial relations with Mexico and the South American States, 
regard being had to the size of the port and the magnitude of its general trade with 
other foreign countries. 

The difficulty is, that no part of our country secures more than a small fraction of 
the great trade of the other North and South American States. Our great common 
competitor is Europe, and especially England and the German Empire. 

Statistics to be of value to Mobile at the coming Conference, should be to show the 
superiority of our port over European ports, as a source of supplies to the people, to 
be represented at such Conference, and not to show superiority over other ports of the 
United States, who are equally with ourselves destitute of Mexican and South 
American trade. Your committee had neither time nor means for instituting a com- 
pilation of such statistics. 

Neither do your committee find themselves able to make suggestions in detail for 
methods of carrying out the eight propositions contained in the act of May 24, 1888. 
The purpose of each merits the hearty concurrence of our body. 

One fact is clearly apparent. Mobile can not expect to have any trade with forei^, 
Gulf, and South American ports until there are lines of regular communication 
established between them, and certain means of transportation from Mobile to such 
foreign ports, and vice versa. 

Purchasers can not be expected to come to or deal with a place which has no 
means of reaching it and has no means of shipping the goods when bought, or only 
uncertain means, operating at irregular and uncertain times. 

On the other hand, transportation can not be expected to seek Mobile for cargoes 
until it is reasonably certain there will be found something there to take away. 

Mobile is in this position : She can not sell to Mexico and South America, even if 
she has the goods they want, because she has no means of transportation to the pur- 
chasers there. 

Transportation to these countries does not seek us, because she has nothing to trans- 
port in the absence of buyers. 

We can not force the Mexican and South American buyers to come here. They are 
human, and we can only induce them to come. But transportation is mechanical ; a 
mere question of ways and means, and can not be forced to come here. 

We can build bridges, as it were, between us and our southern neighbors, and as- 
sure them of certainty and regularity of communication ; and we may be confident 
they will not be long in availing themselves of their opportunities and seeking the 
best market. 

Regular lines of steam-ships are such bridges, and over such bridges the commerce 
of Mexico and South America goes to England and Germany to-day. 

There is one practical suggestion, therefore, covering the point embodied in the 
third proposition in the act of Congress, which the chamber can make. But this is 
so well stated for our purpose by President J. C. Clarke, of the Mobile and Ohio 
Railroad Company, in a communication herewith transmitted, that your committee 
recommend that it be sent to the honorable Secretary of State, as embodying the 
response the chamber would make to his letter, 

Frede'k G. Bromberg, Chairman. 
R. B, Owen. 
Richard MELLErr. 
Wm. H. Barney. 



IMPROVED POSTAL AND CABLE COMMUNICATION. 57 

Mobile and Ohio Railroad CoMPAjnr, 
Office of President and General Manager, 

Mobile, Ala., July II, 1889. 
Hon. F. G. Bromberg, 

Chairman of Committee, City : 
Mt Dear Sir : After carefully looking over the papers left with me for examina- 
tion, it would seem, on consulting the maps, that the geographical location of Mobile 
ought to enable us to handle and share in a fair proportion of the South American 
import and export trade with the United States. We hare short inland lines to the 
center of production of provisions and breadstufife ; we can supply cheap coal, lumbei 
and iron ; our close proximity to the Gulf and low port charges oifer inducements to 
marine tonnage ; ship stores and labor abundant at reasonable prices. Bat to inau- 
gurate and control any portion of this trade, we must have lines of steamers or sailing 
vessels plying to and from Mobile and these South American States. How shall we 
get them is the important question. The productions of the country, it is claimed, 
are stagnant for want of markets to take our supplies. Then wisdom on the part of 
our National Government would be to grant subsidies to lines to ply between our own 
and those countries that would take our supplies. These subsidies ought to continue 
until the trade that may be inaugurated reaches such conditions as to make the line 
or lines of conveyance self-sustaining to those who invest their capital in marine 
tonnage. 

Mobile is the only sea-port in Alabama. Our representation in the National Con- 
gress from the State of Alabama ought to invoke the aid of the Government to make 
the port of Mobile what it should be — the gateway for imports and exports to an^ 
from the West and Northwest and South American countries. 
Very truly yours, 

J. C. Clarke, 
Preaidtnt and General Manager. 



Appendix K. 

Report op the Commercial Conference at San Francisco, August 29 and 

30, 1889. 

At a meeting of the Chamber of Commerce of San Francisco, held on the 23d day of 
July, 1889, Capt. William L. Merry presented the following resolutions, which, after 
due discussion, were unanimously adopted : 

Resolved, That prior to the departure of our Pacific coast Senators and Representatives 
for the National Capital this Chamber of Commerce shall convene in special session, 
inviting their attendance, and also the Manufacturers' Association, the State Board 
of Trade, the Board of Trade of San Francisco, the State Viticultural Society, the San 
Francisco Produce Exchange, the Chamber of Commerce of Los Angeles, the Cham- 
ber of Commerce of San Diego, the Chamber of Commerce of Eureka, Cal., the Portland 
(Oregon) Board of Trade, the Astoria (Oregon) Chamber of Commerce, Tacoma and 
Seattle Chambers of Commerce, and such other incorporated commercial organizations 
in California, Oregon, Washington, and Nevada as may be decided entitled to ad- 
mission by the board of trustees of this chamber to send representatives to a com- 
mercial convention called for the consideration of the following subjects : 

(1) The permanent establishment of ocean mail steam-ship lines on Pacific Ocean 
routes, and the liberal compensation by the Government for the carriage of ocean 
mails on said lines by steam-ships available for war and transport purposes. 

(2) The application of the interstate-commerce law to the American carrying trade 
of the Canadian Pacific Railway, or the abolition of the bonding system for railway 
carriage through foreign territory. 

(3) The maritime defense of Pacific coast ports. 

(4) An ocean telegraph cable to Australia via the Pacific Islands. 

(5) The energetic construction of the Nicaragua Canal as a means of national de- 
fense and commercial development. 

(6) The encouragement of maritime commerce and increased energy in the con- 
Btruction of the navy. 

Resolved, That the board of trustees of this Chamber of Commerce shall fix the 
date for said special session, issue the necessary of&cial invitations, and appoint com- 
mittees to report on the subjects above named. 

Resolved, That no other subjects shall be considered at said special session, except 
by unanimous consent. 

In accordance with resolutions adopted by the Chamber of Commerce of San Fran- 
cisco in regular session July 23, 1889, the chamber met in special session August 29, 



58 IMPROVED POSTAL AND GABLE COMMUNICATION. 

1889, at 2.30 o'clock p. m., Hon. Ira P. Rankin in tlie chair, in commercial cffoference 
vrith the Tarious organizations throughout the Pacific coast, as represented by the 
following delegates: 

Astoria Chamber of Commerce : E. C. Holden, M. C. Crosby, J. W. Case, SamL 
Elmore, Hon. J. H. D. Gray. 

San Diego Chamier of Commerce : Geo. N. Nolan, Chalmers Scott, John Ginty, Col. 
John Kastle, C. C. Valle. 

Tacoma Chamber of Commerce: Saml. Coilyer, M. K. Snell. 

Los Angeles Chamber of Commerce: Maj. E. W. Jones, Merrick Reynolds, "W. H. 
Goucher, Harvey Liudley, Capt. H. Z. Osborne. 

Portland Board of Trade: J. McCraken, Kenneth Macleay, R. P. Earhart, Henry F. 
Allen, Wm. Kapus. 

Eureka, Cal., Chaviber of Commerce : F. A. Week, J. J. McKinnon, Geo. Hooper, C. 
B. Stone, John Dolbeer. 

Sacramento Board of Trade: E. J. Gregory, D. Lubin, P. E. Piatt, L. Williams, 
Chas. McCreary. 

California State Vilicultural Society : John T. Doyle, C. Bundschu, J. Frowenfeld, 
J. A. Stanley, Chas. B. Turrill. 

California Slate Board of Trade : W. H. Mills, John P. Irish, M. M. Estee, N. P. 
Chipman, Jesse D. Carr. 

The Board of Trade of San Francisco : M. P. Jones, Marion Leventritt, Henry L. 
Dodge, Levi M. Kellogg, Benj. Schloss. 

The Produce Exchange of San Francisco : Geo. W. McNear, W. A. Holcomb, C. B. 
Stone, Max Brooks, F. W. Eaton. 

The Manufacturers' Association of San Francisco : Wm. Harney, A. S. Hallidie, Wm. 
T. Garratt, Irving M. Scott, Alanson H. Phelps. 

The Federated Trades of the Pacific Coast: W. A. Bushnell, M. McGlynn, W. J. B. 
Mackay, J. C. Millan, H. Whitham. 



COMMITTKK8 APPOINTED TO REPORT ON SUBJECTS NAMED. 

On the permanent establishment of ocean mail steam-ship lines on Pacific Ocean routes, 
and the liberal compensation by the Government for the carriage of ocean mails on 
said lines, by steam-ships available for war and transport pu poses: 
San Francisco Chamber of Commerce committee, — Capt. Chas. Goodall, Capt. Oliver 
Eldridge, Capt. John H. Freeman, Geo. H. Sanderson, and John L. Howard. 
Conference committee. — Capt. William L. Merry, J. W. Case, John Kastle. E. W. 
Jones, M. K. Snell, J. McCracken, F. A. Week, John T. Doyle, E. J. Gregory, 
W. H. Mills, Levi M. Kellogg, C. B. Stone, and Irving M. Scott. 
On the application of the interstate commerce law to the American carrying trade 
of the Canadian Pacific Railway, or the abolition of the bonding system for railway 
carriage through foreign territory : 
San Francisco Chamber of Commerce committee, — A. S. Hallidie, Albert Gallatin, 

Robert Watt, and Arthur R. Briggs. 
Conference committee. — Wm. T. Garratt, Samnel Elmore, C. C. Valle, W. H. 
Goucher, M. K. Snell, R. P. Earhart, John Dolbeer, Chas. B. Turrill, E. J. 
Gregory, J. P. Irish, Benjamin Schloss, W. A. HoJcomb, William Harney, A. S. 
Hallidie, and Arthur R. Briggs. 
On the maritime defense of Pacific-coast ports : 

San Francisco Chamber of Commerce committee. — Irving M. Scott, Geo. K. Porter, 

F. S. Wensinger, P. B. Cornwall, and F. A. Haber. 

Conference committee.— Vs^iW&rd B. Harrington, M. C. Crosby, Chalmers Scott, 
H. Z. Osborne, Samuel Coilyer, William Kapus, F. A. Week, C. B. Turrill, P. 
E. Piatt, J. P. Irish, M. Leventritt, C. B. Stone, and A. S. Hallidie. 
On an ocean telegraph cable to Australia via the Pacific islands: 

San Francisco Chamber of Commerce committee. — Hugh Craig, Chas. R. Allen, J. 

G. Jackson, Michael Castle, and Capt. Chas. Nelson. 

Conference committee. — Capt. William L. Merry, J- H. D. Gray, John Kastle, E. 
W. Jones, M. K. Snell, J. McCr.acken, F. A. Week, John T. Doyle, E. J. Gregory, 
W. H. Mills, Levi M. Kellogg, C. B. Stone, and Irving M. Scott. 
On the energetic construction of the Nicaragua Canal as a means of national defense 
and commercial development: 

San Francisco Chamber of Commerce committee. — Capt. William L. Merry, William 
Harney, Peter Dean, John Evevding, and E, W. Newhall. 

Conference committee.— Col. C L. Taylor, E. C. Holden, Geo. N. Nolan, Merrick 
Reynolds, Samuel Coilyer, K. Macleay, George Hooper, J. A. Stanley, Charles 
McCreary, N. P. Chipman, H. L. Dodge, F. W. Eaton, and A. H. Phelps. 



IMPROVED POSTAL AND CABLE COMMUNICATION. 59 

Oil tlie eucouraj^ement of maritime commerce and increased energy in the construc- 
tion of a navy ; 

San Francisco Chamber of Commerce committee. — E. G. Sneatli, W. W. Montague, 
• Capt. C. L. Diugley, Geo. W. McNear, and Chas. H. Wells. 
Conference committee.— Ci>\A. William L. Merry, J. W. Case, John Kastle, E. W. 
Joues, M. K. Snell, J. McCracken, F. A. Week, John T. Doyle, E. J. Gregory, 
W. H. Mills, Levi M. Kellogg, C. B. Stone, and Irving M. Scott. 



Report on the Permanent Establishment op Oceajj Mail Steam-ship Lines 
ON Pacific Ocean Routes, and the Liberal Compensation by the Govern- 

MEJST FOR THE CARRIAGE OF OCKAN MaILS ON SAID LINES, BY STEAM-SHIPS 

Available for war and Transport Purposes, as Adopted by the Confer- 
ence. 

The following propositions were submitted by resolution to your committee for 
consideration : 

"The permanent establishment of ocean mail steam-ship lines on Pacific Ocean 
routes, and the liberal compensation by the Government for the carriage of ocean 
mails on said lines, by steam-ships available for war and transportation purposes." 

The foregoing reference embraces three propositions, which your committee, for 
convenience, will consider separately. 

1. "The permanent establishment of ocean mail steam-ship lines on the Pacific Ocean 
routes." 

The existing ocean steam-ship lines which naturally fall within the scope of your 
committee's investigation are : *• 

jAPAJsr and china. 

1. Pacific Mail Steam-ship Company, American; emijloying four steam-ships on the 
American register, alternating about every eleven days with the 

2. Occidental and Oriental Steam-ship Company's steamers, four in number ; char- 
tered from the White Star line of Liverpool. These chartered British steamers alter- 
nate with the Pacific Mail Company's vessels. 

3. Canadian Pacific line of chartered British steam-ships, three in number, which 
provide a four-weekly service between Japan and China, and Vancouver, British Co- 
lumbia. 

The United States Post-Office Department pays no subsidy for postal or other pur- 
poses to the American line between San Francisco and China. The renumeration for 
carriage of the United States mail is ocean letter rates, which amounted to $13,229.34 
in 1886-'87, and about $14,000 in round figures last fiscal year. 

This amount is divided between the two American cofupanies running American 
and chartered steam-ships to Japan and China from San Francisco, in proportion to 
the size of the mail carried by each, respeclively. The Pacific Mail Company's ves- 
sels being on the American register are paid ship's letter and inland postage rates ; 
the chartered vessels of the Occidental and Oriental Company are paid ship's letter 
rates only. 

The distance covered by the vessels is about 12,7G8 miles each round voyage. The 
mail service averages about thirty-three round trips each year. The United States 
Government pays an average of |427 per round trip for carrying its China mail. This 
payment can not be termed adequate remuneration for such postal services, and as 
contrasted with payments for railroad mail transportation, the injustice done to 
American steam-ships engaged in the foreign trade is at once apparent. The Post- 
Office Department pays American railroads for carrying the United States domestic 
mail an average of 10.95 cents per mile. If the same rate of payment were made to 
American steam-ships in the foreign trade by the Post-Office Department it would be 
some encouragement to steam-ship owners, but this is not the case, and the practical 
effect of the iiost-office law at present is to discourage the employment of American 
steam-ships in foreign commerce. 

The Canadian Pacific Company established a four- weekly line of steamers between 
Vancouver, British Columbia, and China and Japan, in 1^87, and ran them in op- 
position to the two steam-ship lines trading out of San Francisco. 

The Canadian line was established in expectation of a substantial subsidy, which 
has since been realized. 

A ten years' contract has been entered into by the British and Canadian Govern- 
ments with the Canadian Pacific Company, by which the latter is to receive $400,000 
a year for a four-weekly mail service, with three steam-ships between Vancouver, 
Hong-Kong, and Shanghai, The sea distance is considerably less on each round trip 
than the distance covered by the Pacific Mail and Occidental and Oriental vessels. 



60 IMPROVED POSTAL AND CABLE COMMUNICATION. 

It is only necessary to contrast the postal subsidy payable to the British-Canadian 
line to China with the payment by the United States Government for carrying its 
mail by the American line from San Francisco to China, to realize the immense ad- 
vantage British commercial interests enjoy over American commercial interests in 
the China trade. Thus, for the services of three steam-ships, making thirteen round 
trips each year, the owners are to receive for carrying the British mail in excess of 
$37,769 per round voyage. The United States Government enjoys the services of 
eight steam-ships sailing from San Francisco, making an average eleven-day service, 
the steaming distance being considerably greater than on the British line, and it pays 
the owners and charterers for carrying the American mail $127 per round voyage, as 
already presented. 

The statement of this fact is enough to condemn the parsimonious policy of our 
Government in respect to ocean commerce, and to excite admiration for the liberal 
and progressive policy of England and Canada. The intention is that the Pacific 
Ocean line from Vancouver to China shall connect by the Canadian Pacific Railroad 
at Quebec and Halifax in summer and winter, respectively, with a weekly line of 
fast steam-shii>s to run from those ports to Liverpool, and for which England and Can- 
ada have contracted to pay an annual subsidy of $500,000. 

The steam-ships for the Canada-Atlantic and Canada-Pacific lines are to be built 
under the admiralty rules, and to be capable of being converted into unarmored 
cruisers without delay or modification of any kind. For this the British admiralty 
pays a handsome bonus upon each vessel, and stipulates to make adequate compensa- 
tion to the owners should the Imperial Government incorporate any of the ships in 
the navy of Great Britain. The amount of such payment can not be ascertained, but 
it is understood to be large. 

The establishment of the Canadian Pacific Steam-ship line to China and Japan has 
had the effect of diverting a considerable amount of United States freight from the • 
American railroads and steam-ship lines, making San Francisco their terminus. The 
Chief of the United States Bureau of Statistics reports an increaseofQO per cent, on the 
half year ended December 31, 1888, over the preceding half year, in the quantity of 
merchandise exported from the United States to China and Japan by the Canadian 
Pacific Railroad. The weight of the merchandise so transported for the six: months in 
question is given at 2,175 tons, as against 5,488 tons for eighteen months ended De 
cember 31, 1888. The principal export in the last six months of 1888 consisted of 
2,394^ tons New England cotton goods, which showed that American manufactures 
are being shipped from Eastern points to China by the Bi'itish steam-ship line, and 
not from San Francisco by an American line. As a further illustration of this diver- 
sion of trade, Vice-President Towne, of the Southern Pacific Railroad, stated before the 
Senate Interstate Commerce Committee that whereas the imports of tea by the Amer- 
ican lines had decreased nearly 2,822 tons in 1888 as compared with 1887 the imports 
by the Canadian Pacific has increased by 1,849 tons. 

The aggregate trade of the Dominion proper with China and Japan on the basis of < 

goods entered for consumption and exported was $2,261,155 in 1888. I 

The aggregate value of the Japan and China trade of the United States in 1888 was 1 

$44,109,139, or about twenty times greater than the trade of Canada with those coun- 
tries, yet the United States Government pays only $14,000 a year for its important 
and frequent China mail service ; while England and Canada have contracted to pay 
$400,0"00 a year for an unimportant four-weekly service. England is also to pay a 
heavy construction bonus for naval purposes on the vessels employed. With such 
special advantages the Canadian Pacific can afford to quote rates which must drive 
the American lines out of the China trade, and inflict an almost irreparable injury 
upon San Francisco. 

NOKTH PACIFIC LINK TO BRITISH COLUMBIA. 

1. Pacific Coast Steam-ship Company, American ; runs a line of steam-ships every 
five days to Victoria, British Columbia, thence to Puget Sound ports and Alaska. 

The Canadian postal department pays $1,470 per month for mail service performed 
by the company, or $17,640 per annum. The United States Government paid this 
company for one year $219.28 for carrying the American mail to British Columbia in 
fifty voyages. Comment upon these figures is superfluous. 

MEXICAN AND CENTRAL AMERICAN LINE. 

1. Pacific Mail Steam-ship Company, American ; runs five steam-ships on the main 
line from San Francisco and Panama, touching at Mexican and Central American 
way jjorts, and forms conuection with the Atlantic line of the same company at As- 
pinwall, by the Panama Railroad. Carries the United States mail. During coffee 
season makes three tripe per month ; fortnightly service at other times. 



IMPROVED POSTAL AND CABLE COMMUNICATION. 61 

Receives ship's letter rates and inland postage for carrying the United Utates mail 
to Mexican and Central American ports of the Pacific Coast to Panama. The pay. 
ment for this important aud expensive service last year was an insignificant sum- 
The distance traversed each round trip is about 5,200 miles, 

2. Pacific Mail Steam-ship Company, American; runs three coasting steamers from 
Central American ports to Panama. 

3. Pacific Coast Steam-ship Company, American; runs one steam-ship monthly to 
Mexican ports from San Francisco. Is paid ship's letter rates and inland postages 
for the limited quantity of mail carried. 

4. A small Mexican steamer runs to and from San Francisco in opposition to the 
American vessel, and enjoys special advantages. The Mexican Government pays the 
owners $2,700 per monthly trip ; and they get an abatement of |'i50 monthly on port 
charges. This is equivalent to a subsidy of $40,200 yearly. In addition to this direct 
money payment to the Mexican steam-ship owners, American shippers have a rebate 
of 2 per cent, of customs' duties who patronize the line. To meet this, the American 
vessel is compelled to accept very low rates for freight or withdraw from the Mexican 
trade. 

On the other hand, the United States collect tonnage dues on this Mexican steamer 
of about $600 per trip, and on account of a similar discrimination occurring in New 
Orleans, and as a retaliatory measure, orders have been issued by the Secretary oi 
the United States Treasury to exact 10 per cent, duty on all goods hereafter imported 
by vessels under the Mexican flag. 

The Marquis de Campo established a Spanish line of steamers between San Fran- 
cisco and Panama about three years ago, but although subsidized by Spain and the 
Central American Government, it was not a success, and the vessels, four in number, 
were withdrawn after about a year's trial. This abortive attempt to drive the Pacific 
Mail Company off the Mexican and Central American trade suggests the possibility 
of more effective opposition in the interests of British shipping after the China and 
Australian trade has been captured from American steam-ship lines. 

AtSTKAI-IAN, NEW XB ALAND, AND HAWAIIAN LINKS. 

1. Oceanic Steamship Company of California ; American ; employs four steam- 
ships to perform this important service, two of which are on the American and two 
on the Hawaiian register. 

The Australian and New Zealand line provides a four-weekly service between San 
Francisco, Auckland and Sydney, which covers all Australian colonies; and as the 
vessels of this line call each trip at Honolulu, alternating with a direct steamer to 
that port, the Hawaiian Islands enjoy a fortnightly mail service with this coast. For 
this service, the Hawaiian Government pays $24,000 a year subsidy to the Oceanic 
Company. 

The Australian line is subsidized by the Governments of New Zealand and New 
South Wales. These colonies pay in subsidy and bonuses about $"200, 000 yearly under 
the present contract. Up to November, 1885, the United States simply paid the 
steamship companies carrying the American mail to Australia and Oceanica ship let- 
ter rates, ranging yearly from $4,000 upwards. It would be a liberal estimate to 
average the general payments for postages by the United States to the steamships on 
the Australian line since 1870 at $10,000 per annum. 

When the contract with the Oceanic Company was being entered into in 1885 the 
United States Postmaster- General was requested by the New Zealand Government to 
contribute an equitable share of the subsidy, aud he consented to pay $20,000 a year 
for three years, which was intended by him to cover the transportation of the bulky 
United States mail to Honolulu, Samoa, New Zealand, Fiji, Australia, Tasmania, and 
other places in the South Pacific. This was not considered sufficient by the colonies, 
and great dissatisfaction at the niggardly policy of the United States was expressed. 
So strong did this feeling become that in 1888 the New Zealand legislature passed a 
resolution instructing the Government not to renew the contract after 1889, an ex- 
tension for that year being agreed to. This extended contract expires November, 
1889, so far as New Zealand is concerned. 

The action of the New Zealand parliament and the general dissatisfaction of the 
colonies having been strongly presented to the Postmaster-General, he consented to 
pay $50,000 per annum for the United States Australian mail. This decision was not 
arrived at, however, until after the order to discontinue the California mail route had 
been made by the New Zealand legislature. It became operative for the present year, 
but inasmuch as one of the steam-ships owned by the company is not on the American 
register a reduction is made, the actual payment being $46,800. Of this amount the 
Oceanic Company receives $28,866 and the colonial governments $17,332 toward le- 
Ancing their payment on account of subsidy. 



62 IMPKOVED POSTAL AND CABLE COMMUNICATION. 

It thus appears that the United States, with a population of 60,000,000, pays less 
than one-fourth the amount now contributed to the Australian mail service by New 
Zealand and New South Wales, which have jointly a population of 1,600,000. And it 
should be noted further that these British colonics pay this relatively large subsidy 
to an American steam-ship company for postal facilities of which the United States 
avails itself more than they do. The ratio of the United States mail carried by the 
Oceanic Company's steamers is that of five American pouches or bags to four British 
and colonial bags of mail. 

The United States, while not contributing any substantial amount to the Austra- 
lian mail service for many years, collected a large sum annually from the British 
post-office for the transportation of the Australian mail by railroad from New York to 
San Francisco. This charge has averaged for a considerable period about $80,000 
yearly, and its imposition forms a serious objection by the colonies to the continuance 
of the California mail route. 

New South Wales has conditionally agreed to continue this service for another 
year, but as yet nothing has been definitely settled. The colonies are reported to be 
willing to pay half the subsidy for an efficient foruightly mail service on the San 
Francisco route if the United States post-office pays the remaining half. This is a 
very liberal offer and calls for reciprocal action by the United States. 

Meanwhile the Canadian Pacific is in the field urging its claims for a subsidy to a 
competing line from Vancouver to Australia. If the IJnited States Posthi aster-Gen- 
eral could at once guaranty half the subsidy for a fortnightly Australian mail service, 
the colonial parliaments being now in session, the question might be speedily settled 
in favor of the San Francisco route; but this can not be done, and every day's delay 
imi^roves the chances of the Canadian Pacific and weakens that of the American line. 

The Australian mail service was established by New Zealand and New South Wales 
iu 1870, and has been maintained by them ever since with the exception of one year's 
interval before the Pacific Mail Company got the contract in November, 1875, and 
which it held till November, 1885, when it was taken up by the Oceanic Company. 
The Pacific Mail Company withdrew from the Australian trade because without sub- 
stantial aid from the United States Government the line would not i)ay with the 
greatly reduced colonial subsidy then offered. 

It has cost the two colonies named about $5,000,000 to maintain this distinctly 
American mail service. The United States payment for carrying its Australian mail 
has not averaged $10,000 per annum for the seventeen years of actual running, but 
taking it at that figure there is a total expenditure of $170,000. 

In point of fact, however, the United States Post-Office derived a large net revenue 
from the Australian postal line, established and maintained by colonial enterprise. 
The Post-Office retained all postages on mail matter originating in the United States, 
which was far iu excess ot its payments to the steam-ship owners for postal services ; 
and it collected a further sum for railroad transportation of the closed British mail, 
which may be estimated at not less than $60,000 per annum for the entire duration of 
the service. 

In 188U-'81 Congress appropriated $20,000 which the colonies received as a refund 
for that year of what was considered to be an excessive charge. Deducting this sum 
and the average payments to the steam- ships, there is an apparent aggregate net 
revenue to the United States Post-office ou the Australian mail ot $doO,OuO, plus post- 
ages in excess of ship's letter rates. On the othev hand, New Zealand alone, with a 
populationatthepreseuttimeofabont 600,000, has paid indirect subsidies and bonuses 
to this line $3,021,465 since its establishment. What wonder if New Zealand declined 
to continue this subsidy, when the United States,, whose commerce was being ex- 
tended and which derived the greater share of the postal and other advantages not 
alone refused to pay an equitable amount for carrying its mail, but made it a source 
of revenue. Yet New Zealand is willing to bear a fair proportion of the cost of estab- 
lishing a fortnightly service to San Francisco jointly with the United States. 

Even the little kingdom of Hawaii, with a population of 80,000 people, paid a much 
larger sum annually, for the past eight or ten years, for its mail between Honolulu 
and San Francisco, a steaming distance of about 4,000 miles eUch round trip, than the 
United States, with its fifty or sixty millions of people paid for its Hawaiian, New 
Zealand and Australian mail, the steaming distance being 14,400 miles the round 
voyage. 

The Oceanic Steam-ship Company will receive from the United States Post-oflSce 
during 1889, for thirteen complete voyages $28,666, or about $2,205 per round trip of 
14,400 miles. During the three previous years it received $20,000 per aunnm, or 
$1,538.46 per round trip ; and for ten years previously the Pacific Mail Company did 
not average more than half that amount for performing a similar service for the 
United States Government. The burden of maintaining the Austrailiau mail service 
via San Francisco foil upon two small British communities, and American steam-ship 
linos earned nearly all the colonial subsidie*. This is hardly creditable to the United 
States. 



IMPROVED POSTAL AND CABLE COMMUNICATION. 63 

The Aotstralian mail service has developed a very important and increasir g trade 
from San Francisco to Hawaii, Samoa, New Zealand, and Australia. The vailue of 
the Australian trade with the United States last year was |16, 196,458, of which 
$3,407,358 fell to the share of San Francisco. Tbe bulk of Australian trade was with 
the East. The maintenance of this mail service is therefore of the utmost commer- 
cial importance to Eastern manufacturers and shippers. It is capable, however, of 
very great development. The foreign commerce of the Australian colonies in 1887 
aggregated $539,029,745 ; last year in round figures, it amounted to $600,000,000, with 
a population of about four millions in all the colonies. 

England controls this trade, and pays large subsidies to the Peninsular and Orien- 
tal, and Orient Steam-ship lines for postal purposes to enable her to retain it. The 
Australian colonies also subsidize these lines, and the British India Steam-ship Navi- 
gation Company — a very powerful organization — is also subsidized by the Queensland 
Government. New Zealand also pays a subsidy of $100,000 a year for a direct steamer 
service to England in addition to its contribution to the San Francisco service. Yet 
the experience of most of the colonies in question is that the postages nearly recoup 
the subsidies, the payment of which develops commerce. 

The Canadian Pacific is endeavoring to obtain a subsidy for a line of steam-ships 
from Vancouver to Sydney via Fiji, with a branch line from Fiji to Auckland. The 
Dominion Government has promised a subsidy, and a conference of representativ^es 
of the various Australian Governments has been arranged to meet a Canadian repre- 
sentative and discuss the terms upon which Australia will participate in the Cana- 
dian project. Should this conference come to a mutual understanding and agree- 
ment, it is intended by New South Wales to withdraw from the San Francisco mail 
service and take up the Canadian Pacific line to Vancouver. This would be very in- 
jurious to American commerce, and especially so to San Francisco, which benefits 
largely from Australian travel. The danger is imminent, and should be met by prompt 
defensive measures. The establishment of a fortnightly American steam-ship line to 
Auckland and Sydney from San Francisco suggests itself as the most direct and effect- 
ive way to preserve the Australian trade. 

STEAM-SHIP COMPEKSATION. 

The second proposition in tbe reference to your committee is " the liberal compen- 
sation by the Government for the carriage of ocean mails on Pacific Ocean routes." 

Having presented in the foregoing recital the policy of the United States Govern- 
ment in regard to ocean mail payments, and its necessarily injurious effect upon the 
foreign commerce of the country, it is proper to consider the remedy that should be 
applied. And here your committee have the practice of other countries to guide 
them. 

England has built np her vast shipping interests by liberal subsidies paid to steam- 
ship companies for postal services. France, Germany, and Italy are following Eng- 
land's example with marked success. An English parliamentary commission recently 
elicited the information from Clyde ship-builders that orders from the continent of 
Europe for ships were now rarely secured, the bounty system and subsidies having 
led to the establishment of great ship-building yards in France and Italy especially. 
These countries will soon be wholly independent of England for their ships, the adop- 
tion of the British policies having accomplished that for them. 

England paid $5,950,000 in steam-ship subsidies in 1854. After our civil war, the 
payment of subsidies was reduced to $4,000,000, but it was soon increased to $6,107,000, 
and thereby England succeeded in checking the attempt at competition by American 
steam-ship lines. The Brazil service established by John Roach was run off by a com- 
peting English liuf guarantied 8 per cent, on the capital stock by the British Govern- 
ment. The same policy is being applied to the Pacific Ocean trade. The China trade 
is already doomed ; so also is theAustralian and Central American trade unless Con- 
gress adopts prompt and effective measures to preserve and extend our commercial 
influence in the Pacific. 

Without going into details, it appears to your committee that the French system is 
best adapted to meet the exigencies of the case. The United States is practically 
without a merchant navy. England has in round figures an excess of 3,000 steam- 
ships in the foreign trade, with a carrying capacity of over 3,000,000 tons. The 
United States has 40 steamships in the foreign trade of 75,000 tons. The total ton- 
nage of England is about 6,000,000 tons; of the United States about 800,000 tons. 
American bottoms now barely carry 14 per cent, of American foreign trade ; in 1855, 
7&J per cent, of our foreign commerce was carried by American ships. 

Steam-ships and sailing vessels must be built in America if we are to become a pow- 
erful maritime nation; and they must be built upon terms which would enable their 
owners to obtain them as cheaply as they could buy them abroad. There is a 
difference in builders' cost of 15 per cent, in favor of British iron or steel ships as 

SO 



64 IMPROVED POSTAL AND CABLE COMMUNIOATION. 

against American ships. This difference should be made good by a bounty, but 
that would hardly suffice under actual conditions. The great demand for ships undet 
such a policy would necessarily increase wages, hence addt« the cost of construction. 
The bounty should cover that, and it should also be sufficient to induce capitalists to 
establish new ship-building yards and foundries to supply the wants of the Ameiican 
foreign trade. 

The French bounty system would probably suffice, and should have a test of at 
least fifteen years. France pays $11.58 per ton bounty for iron or steel hulls; $7.73 
per ton bounty for composite vessels; $3.86 per ton bounty for wooden vessels. A 
further sum of |3.52 bounty is paid fot every 226 pounds of boilers and machinery 
placed on board ; also a navigating bounty of 29 cents per ton for each thoasand 
miles traversed, the payment being reduced 1 cent per ton for every year the vessel 
floats. In addition to this, iron or steel vessels built according to the marine de- 
partment plans receive a further bonus of 15 per cent. France also pays heavy postal 
subsidies. The Messageries Maritimes Company, in the Australian and China trade, 
receives in all about $2,500,000 a year. 

Italy pays a construction bounty of $5.70 per ton for iron and steel ; also a con* 
siderable bounty on engines and boilers, a navigation bounty and other speclfio ad- 
vantages which need not be enumerated. 

Germany aids liberally in constrnction and pays heavy postal subsidies, the North 
German Lloyds in the Australian and American trade receiving $1,100,000 a year. 

Spain pays very liberal postal subsidies, and is extending its commerce, a new 
Spanish steam-ship line from Genoa to Colon having been announced recently. Spain 
pays to its postal routes to Mexico, the West Indies, and the United States $1,022,640 
per annum, and the lines from Havana to the United States receive $20,687 per 
voyage. 

The necessity for a navagation bounty to American steamships as well as a liberal 
construction bounty will be evident from the fact that the cost of sailing an Ameri- 
can vessel is far greater than that of sailing an English or other foreign vessel of the 
same tonnage. Acc6rding to the United States consular reports, English officers and 
men receive 38 per cent, lower wages than American crews, while the American 
crews demand 27 per cent, better fare than the English. This comparison is for the 
Atlantic voyage ; if a Pacific voyage were selected the difference against the Ameri- 
can owners would be more marked still, because on the Pacific trade the men insist 
upon higher wages and more expensive food supplies. 

Congress therefore should protect American vessels engaged in the foreign tradeas 
fully as the owners of vessels of any other nation are protected by their Governments. 
If it does not do so it will be impossible for American ships to be built and compete with 
foreign vessels in ocean commerce. They are wholly unable to do so now. As an 
illustration of this your committee would cite the fact that of a total grain fleet last 
season at San Francisco numbering 289 vessels, only 60 were American, while 199 
were English, the remainder belonging to other nationalities. Estimating the freight 
at 30 shillings per ton, foreign ship-owners must have received $5,165,304 freight from 
this State last season, while American ship-owners only earned $929,838. Freight is 
always paid in gold, and it appears to your committee that it is the pressing duty of 
Congress to stop this immense drain of gold and enable Americans to build and sail 
steamships and other vessels to compete upon equal terms in the open market for a 
•hare of the world's commerce while handling their own. 

FORMATION OF A NAVAL RBSERVB.- 

This brings your committee to the last point, namely, that "the United States mail 
should be carried on American vessels available for war and for transport purposes." 

National safety demands that this should be the case. England is girdling the 
world with swift unarmored cruisers, built as men-of-war, but sailed as passenger and 
mail boats in time of peace. The terms of the Canadian Pacific contract for the 
China service, and of Messrs. Anderson's contract for the connecting Atlantic line 
serve to disclose the policy of England upon this point, and should lead to the adop- 
tion, by the United States, of a similar policy. France, Germany, Italy, Spain— in- 
deed all maritime countries — have adopted the English method of creating a naval 
reserve while stimulating trade and commerce. England pays liberally for the priv- 
ilege of supervising the construction of these ships, and this country can afford to 
outdo her in liberality. There is no time to be lost. American interests are spread- 
ing ; American commerce is the largest factor in the world's trade ; and America 
should not be at the mercy of any foreign power to destroy its commerce at pleasure. 
Our flag should be on every sea, and the National Government should have the means 
at its command to protect it. 



IMPROVED POSTAL AND CABLE COMMUNICATION. 65 

COKCLUSIONS. 

Yonr committee, from a consideration of the foregoing, -would submit the following 
resolutions for adoption : 

Whereas it is of the utmost national importance to maintain and improve the 
existing American steam-ship lines on the Pacific Ocean, and to establish new steam- 
ship routes for the extension of American commerce ; and 

Whereas an enlightened policy of national defense demands the formation of a 
strong naval reserve to co-operate with the national ships in time of war, 

Be it resolved, That Congress be requested to adopt measures whereby the follow- 
ing results may be obtained, namely: 

To enable the American-China line from San Francisco to compete successf ally with 
the subsidized British-China line from "V ancouver. 

To establish and maintain at least one new and efficient steam-ship line between 
San Francisco and South American ports. 

To establish and maintain a fortnighi'ly mail and passenger service between San 
Francisco and Australia, touching at Honolulu, Samoa, and New Zealand. 

To maintain the independent Hawaiian mail steam-ship service. 

To develop American trade with Canada by paying an adequate amount for the 
conveyance of the United States mail to British Columbia ports. 

To maintain and extend the existing American steam-ship service between San 
Francisco and Panama, calling at Mexican and Central American ports. 

To encourage American steam-ships to engage in the Mexican trade by placing 
them in a position to compete successfully with subsidized vessels of any nationality. 

And he it further resolved, That in order to encourage American ship-building and 
to create a strong naval reserve, as well as to establish and maintain the above-men- 
tioned Pacific steam-ship routes, all of which are absolutely essential to the exten- 
sion of American commerce, Congress be requested to adopt the French scale of con- 
struction, navigation and naval bounties, for iron or Bteel, composite and wooden 
vessels ; provided that no steam-ship intended for the American foreign trade shall 
be entitled to receive a bonus from the navy appropriation unless it shall have been 
built according to the rules of the Navy Department and enrolled in the navy reserve 
list. . 

That for the better development of American trade and commerce it is a primary 
condition of success that liberal payments should be made to American steam-ships 
carrying the United States mails, to enable them to compete with subsidized foreign 
vessels on the same routes. 

That Congress be requested to enact the necessary laws to give effect to these reso- 
lutions and appropriate a sufficient sum for the above-mentioned purposes. 



Report on the encoukagkment of Ma.ritime Commerce and increased enerot 
IN the construction of a Natt, as adopted by TgB Conference. 

We find that for twenty years past the United States has stood fourth in rank among 
the great commercial nations of the world. Her zenith in export and imports footed 
$1,586,490,598 in 1880, or about $100,000,000 more than last year. 

Great Britain's highest point was at $3,563,877,370 in 1883, of which she dropped 
$335,000,000 within four years thereafter, and showing an excess of imports of about 
$400,000,000. 

Germany is second in rank, commercially, with about two-thirds the trade of Brit- 
ain, but uniformly steady, and exports and imports about equal. 

France did her beet at $2,087,903,694 in 1882, and has lost some $300,000,000 of com- 
merce since, and buys from $100,000,000 to $200,000,000 worth more than she sells an- 
nually. 

Spain's last figures were her best — which in 1886 were $305,433,469, and just doub- 
ling her commerce in sixteen years, with exports and imports nearly equally divided, 
and the movement gradually increasing. 

The commerce of the United States nearly doubled in seventeen years, and was 
greatest from 1880 to 1882 inclusive. The balance of trade ran largely against her 
from 1848 to 1875, but for the twelve years past it has been much in her favor, until 
the last year, when it ran against her slightly. 

Those of our neighbors nearest to us, on our own continent, and more nearly re- 
lated in form of government than any other people, are prominent among those hold- 
ing the balance of trade against us. They assure us, however, that this is contrary 
to their expressed will and desire, and that they prefer looking to our country for 
many articles of commerce rather than elsewhere, but have been denied this privilege 
through want of proper faoilities of transportation, which they are not able to pro- 

S.JBx.^174 5 



6^ 



IMPROVED POSTAL AND CABLE COMMUNICATION. 



■vide for i aemBelves. Even the ^-ostralian coloniea of Great Britain have frequently 
expresse 1 their desire to have closer and increased trade relations with us and have 
offered t > meet us more than half way in justifying the maintenance of more effective 
transpoitation lines. 

CARRYING TRADE. 

The shipping of the United States in mixed tonnage, engaged in the foreign, coast- 
ing and fishing business, reached its greatest magnitude in 1861, when it stood at 5,539,- 
813 tons. In 1888 the figures were 4, 191,916 tons, showing an apparent loss of 1,348,897 
tons; but as the tonnage was rapidly changing from sail to steam, the difference shown 
in the above footings is misleading. 

We will, therefore, convert steam tonnage into sail tonnage by the usual process of 
multiplying by three, in order to reach a fair comparison. 

Growth of foreign commerce. 



Steam. 



Sail. 



Total. 



Foreign vessels entered : 

1888 

1864 



Tons. 
6. 600, 194 
729, 730 



Tons. 
5, 426, 142 
1, 782, 317 



12, 026, 336 
2, 512, 042 



Gain in mixed toanage. 
American vessels entered : 

1888 

1864 



1, 632, 657 
153, 230 



1,734,100 
1, 502, 209 



9, 514, 289 

3, 366, 767 
1, 655, 434 



Gain in mixed tonnage . 
Converting steam to sail, 1888. 

Foreign 

American tonnage - . 

Gained ia twentj'-foar years : 

Foreigners 

Americans 



1, 711, 333 

25, 226, 924 
3, 971, 507 

21. 255, 417 
545, 736 



Total efiflcient tonnage engaged in foroign trade. 



32, 714, 980 



Foreigners gained thirty-nine times as much as Americans. 
American tonnage was double that of foreign in 1864. 
Foreign tonnage was treble that of American in 1888. 

Growth of American shipping engaged in the foreign, coasting, whaling, and fishing 

trades. 



Tears. • 


Foreign. 


Coasting. 


Wlialing. 


Fishing. 


Total. 


1864 


1, 486, 749 
919, 302 


3, 245, 265 
3, 172, 120 


95,145 
24, 482 


159, 241 
76,012 


4, 986, 400 


1888 


4, 191, 916 




794, 484 















Converted to sail it sttinds : 

1888 7,488,056 

1864 6,942,320 

Gain, tons 545,736 

And we have sold to foreigners, from 1861 to date, 1,398,548 tons. 
Our lake and river tonnage shows a small decrease in the same time, but in effl- 
olency is, no doubt, largely increased by the use of steam. 

_ ' EXPORTS AND IMPORTS. 



Our exports and imports in 1888 were $1,486,598,039. * 

Our exports and imports in 1864 were $475,285,'i71. 

Foreign vessels carried in 1888 78 per cent of tonnage and 80.92 per cent, of its 
value. 

American vessels carried in 1888 22 per cent, of tonnage and 13.48 per cent, of its 
value. 

Freight carried by foreign vessels was worth $100 per ton. 



IMPROVED POSTAL AND CABLE COMMUNICATION. 67 

Freight carried by American vessels was wortli $60 per ton. 

Steam-ships of Americans carried 7.45 per cent, of merchandise value. 

Steam-ships of foreigners carried 79.13 per cent of merchandise value. 

Since 1864 the exports and imports have doubled and the tonnage employed has in 
efficiency trebled. This increase in tonnage over freight requirements is no doubt 
due to the large and increasing passenger transportation service. 

Our Bureau of Statistics only take an account of immigrants, and we do not find 
any authority giving the figures of the passenger movement, and therefore can not 
determine the extent of this service or by whom it was performed. 

Over half a million immigrants came by sea in 1888, while the entrances and clear- 
ances of vessels footed over 30,000,000 tons, to which, if carrying capacity is estimated, 
we may add 15,000,000, making 45,000,000 of tonnage, with an earning capacity of 
perhaps $:.:00, 000,000 annually. 

If we should now add $200,000,000 more for passenger service, and make the car- 
rier service $400,000,000 per annum, we would perhaps not. be much out of the way. 

It is not surprising, then, that Great Britain can import $400,000,000 worth more 
than she exports, when it is seen that most of that money is paid out by our country 
to her in the carrying trade, and which aifords more net profit to her than ordinary 
exports to the same amount. 

This trade has enabled foreigners to build and equip the most magnificent steam- 
ships and sailing vessels the world has ever seen. Humiliating as this may be to our 
people, there is a hidden danger therein of much more serious importance. These 
mammoth steam-ships and sailing vessels that we have brought to life, and now the 
pride of our own countrymen, are subject at any moment to be withdrawn by their 
respective governments for purposes of war. We are thus without ships to carry our 
products abroad at a time when they would be most needed and the best results 
could be obtained. And if by any means the war should be with this country we 
would learn a lesson n^ver to be forgotten in that we have educated an alien popu- 
lation in all the qualifications necessary to man a grand fleet of navy vessels, and 
have admitted these into our innermost thoughts, and places wherein we may be 
most defenseless. We would never more build vessels with our own money under the 
supervision of aliens for war purposes of their own. And when these, our favorite 
ships, were mounted with monstrous foreign guns and pointed at us — itieir creators- 
together with the astounding demand of your money or your lives, we would shriuk 
into utter nothingness at the evidence presented of our consuming stupidity. 

A COMPARISON WITH OTHER COUNTRIES. 

We are exporting in agricultural products nearly $600,000,000 worth, in which 
there is but little profit, and less than $100,000,000 in manufactured goods, on which 
there may be a good profit. We are suffering our unprotected farmers to contend 
with the ryots of India, the coolies of China, and the serfs of Russia in furnishing 
the world with a supply of cheap food in which there can be but little profit. 

We are establishing mechanical labor unions throughout our country in order to 
secure greater prosperity to our laborers, and then inviting r,000,UOO of aliens annu- 
ally from abroad to partake of our generous hospitality and wise provisions. We are 
educating our youth to higher and nobler efforts than required in the mechanical 
arts, and importing adult artisans to fill up the ranks. 

Other countries are fostering their manufacturing and productive capacity by supply- 
ing the wants of other countries, through their coaimercial marine, and thus coutest- 
ing with the world, while we are running over each other and destroying our pro- 
ductive factories in competition for home trade. 

They control the exchanges of the world, and we furnish them the gold as a basis, 
and then pay them a royalty for their signatures. They sit in judgment, through 
their Lloyds, to fix the character and value of our shipping, and, as competitors, 
benefit by their rulings, from which there is no appeal. 

Their flags reach the remotest corners and by-places of the earth, while our nation- 
ality is not manifested by the flags flying in our own harbors. They tax their ships 
on the net profits earned, and we tax ours for all they are worth, and force them to 
seek shelter under other flags. 

We all sign treaties not to discriminate against each other's ships in port charges, 
and they, through postal contracts and military necessity bills, sustain their ships, 
while we observe the treaties, and lose our carrying trade. 

England pays $3,500,000 annually for postal packet service, and we pay $500,000, 
and most of that goes to them. Foreign powers have a permanent head to their 
maritime affairs, where the accretions of dearly-bought experience may rest with the 
assurance of its practical utility at the proper time. We change our heads of de- 
partments every four years, and allow our experience to be thrown to the winds. 

They command the respect, admiration and following of the world, and have for 
many years, -wHIe we are jtist becoming known as a power. England expends some 



68 IMPROVED POSTAL AND CABLE COMMUNICATION. 

sixty millions annually on her navy and untold millions in favors to her njerchant 
mariae. We expend gradgingly about fifteen millions on our Navy, and next to 
nothing on our merchant marine. 

The other great powers educate their young men to fill responsible positions in the 
interests of both war and commerce, while we employ them and let ours go idle. 
They contend with all their vigor and means, assisted by their Government, in secur- 
ing the most remunerative employments for their people, while we accept with indif- 
ference what they may choose to leave us. 

Europe supplies us with our sugar at a good profit — something we can furnish bet- 
ter than she can — and we pay for it in agricultural products, in which there is no 
profit. We send our products, mails, and passengers to eastern South America, via 
Liverpool, by the carriers of our competing foreign friends, and expect our commerce 
to grow ; and all these and many more are methods of statesmanship that have been 
discovered by our people and for which we are clearly entitled to a patent. 

OUK VTEALTH AND RESOUKCKS. 

In extent of territory and sea-coast, variety of soil and climate, wealth of resources, 
and general intelligence of her people, the United States stands second to none of the 
great nations of the earth. And when our commerce shall have reached around the 
world, and she has a navy to protect it and the people in their homes, she will be a 
fitting example of the beneficent results of liberty and freedom under a republican 
form of government. 

This conclusion would have been reached ere this had the agricultural interest of 
the great interior portion of our country been better informed in relation to the efiect 
on their prosperity of liberal provisions on the part of Congress toward our mercan- 
tile marine. Had our farmers realized that the building of ships and ship-yards, the 
opening of a multitude of iron mines, the building of factories and towns to supply 
distant countries wi»th our manufactured products, and the consequent withdrawal 
.of a large number from overcrowded agricultural pursuits to engage in new enter- 
prises, they would long ago have persisted in demanding of Congress better trans- 
portation facilities by sea. In the early history of this country, when the agricultur- 
ists lived near the sea, commerce thrived. 

The advent of more commerce and an increased navy means the employment of a 
multitude of officers, artisans, men of affaire, seamen, and common laborers — many of 
whom may be idle to-day for laclc of employment. In fact, there is not a calling at 
present but what would receive a new impulse leading to better things. And no one 
can say that rendering ourselves independent as much as possible, and protecting our 
lives and property, is not the direct line of duty. 

Therefore ie it resolved : 

(1) That a permanent Bureau of Navigation be established to look after the inter- 
ests of commerce and check at once any move made by other countries to our disad- 
vantage. 

(2) That Congress provide for the payment of a direct bounty from the Treasury to 
all builders of wood, iron, and steel vessels, steam or sail, to be engaged in the for- 
eign trade, or between Atlantic and Pacific ports of the United States, and using 
American material ; said bounty to be equal to the import duty which would have 
been collected upon the importation of foreign material of like description and quan- 
tity, or the alternate of the French bounty system as follows : 

$11.58 per ton bounty for iron or steel hulls, 

7.72 per ton bounty for composite hulls, 

3.86 per ton bounty for wooden vessels. 

And a further sum of $3.52 bounty for every 225 pounds of boilers and machinery 

placed on board, also a navigating bounty of 29 cents per ton for each thousand miles 

traversed, the payment being reduced 1 cent per ton for every year the vessel floats. 

In addition to this, iron or steel vessels, built according to the Navy Department 

plans, to receive a further bonus of 15 per cent. 

(3) That Congress further enact an apprentice system for all vessels of the United 
States employed upon the high seas. 

(4) That the maritime laws of the United States be so amended aa to control the 
pilot services in all porta of the United States. 



INTERNATIONAL AMERICAN CONFERENCE. 



REPORT AND RECOMMENDATIONS 

CONCERNING 

SANITARY AND QUARANTINE REGULATIONS 

IN 

COMMERCE WITH THE AMERICAN REPDBLICS. 



51st Congress, ) SENATE. /Ex. Doc. 

1st Session. § > No. 176. 



MESSAGE 



FKOM THE 



PRESIDENT OF THE UNITED STATES, 



TKANSMITTING 



Report of the International Conference on the subject of International 

sanitary regulations. 



July 11, 1890,— Eead, referred to the Comraittee on Epidemic Diseases and ordered 

to be printed. 



INTERNATIONAL SANITARY REaULATIONS. 

To the Senate and House of Representatives : 

I invite your attention to the accompanying letter of the Secretary of 
State, submitting the recommendations of the International American 
Conference, for the better protection of the public health against the 
spread of contagious diseases. 

Benj. Harrison. 
Executive Mansion, 
Washington, July 11, 1890. 



Department of State, 

Washington, July 11, 1890. 
The Pkesident: 

For the information of Congress, I beg leave to submit herewith a 
copy of a report adopted by the International Conference, recommend- 
ing the establishment of a uniform system of sanitary regulations to 
prevent the spread of epidemics in commerce between the American 
nations. 

The sanitary officers of the gulf cities of the United States have 
hitherto found great difficulty in protecting the public health against 
contagious diseases brought by shipping from South American, Central 
American, Mexican, and West Indian ports, without restricting the 
freedom of commerce. At certain seasons of the year the quarantine 
regulations which they have been compelled to adopt have often placed 
an absolute embargo upon communication with the tropical countries 
where such diseases originate. The same difficulties have been expe- 
rienced in a like measure by the neighboring nations ; and the atten- 
tion of sanitary specialists, both in Europe and America, has been for 
years engaged in the task of devising some remedy 



2 INTERNATIONAL SANITARY REGULATIONS. 

luternatioual sanitary conventions were held at Kio de Janeiro in 
1887, and at Lima, Peru, in 1889, and were composed of eminent scien- 
tists who gave the subject their closest investigation. At both these con- 
ventions regulations were framed for the protection of shipping and of 
ports exposed to infection, which agree in all their essential provisions. 
Those of the convention of Eio de Janeiro were adopted by Brazil, 
Paraguay, Uruguay, and the Argentine Eepublic, and are now enforced 
in the ports of those nations. The recommendations of the Lima con- 
ference have not been carried into effect. Colombia, Venezuela, and 
the nations of Central and North America were not represented at 
either convention, but they are equally interested in securing the results 
desired ; and the International American Conference recommends the 
acceptance and enforcement by them of the regulations of the Eio de 
Janeiro convention, or those adopted at Lima, as the best systems that 
have yet been devised. Copies of both are furnished herewith for the 
information of Congress. 

EespectfuUy submitted. 

Jambs G. Blaine. 



INTERNATIONAL AMERICAN CONFERENCE. 

REPORT ON SANITARY REGULATIONS. 

To the honorable the International American Conference : 

The committee appointed to "consider and report upon the best 
methods of establishing and maintaining sanitary regulations in com- 
merce between the several countries represented in this Conference " 
has finished its task, and as the result thereof, has the honor to submit 
to your distinguished consideration a resolution for your adoption, to 
which is attached, as accompanying appendices, the full text of the 
proceedings of the International Sanitary Convention of Eio de Janeiro, 
of 1887, and the draft of convention agreed upon by the Sanitary Con- 
gress of Lima, of 1889. 

One of the most important subjects submitted to the honorable Inter- 
national Conference is, without doubt, to decide upon methods tending 
to prevent the conflict which may arise at the time of epidemic inva- 
sions between the diverse sanitary regulations which the American 
nations have seen fit to adopt in order to shield themselves from such 
invasions. 

If the regulations of sanitary police have in view the harmonizing of 
the exigencies of public health with the principle of free communication 
between countries, it is evident that international sanitary conventions 
are called to put that harmony into practice by means of uniform and 
impartial regulations, which shall consult the general interests of the 
countries in their commercial relations. 

The committee has carefully examined the work of special conferences 
and congresses which have met at different times in several parts of 
the world, and has reached the conclusion that it has duly discharged 
its duty by making a selection from among those works which are the 
result of exhaustive studies made by men eminent in the science of 
medicine in Europe as well as in America. 

Complete isolation, which theoretically appears to be the most effect- 
ive prophylactic against the invasions of epidemic diseases, does not 
afford, in practice, satisfactory results as a sanitary measure, but tends, 



INTERNATIONAL SANITARY REQULATIONS. 6 

on the other hand, to notably injure the commercial interests of the 
countries. The distinguislied professor, Dr. Francisco Rosas, i^resident 
of the Sanitary Congress of Lima, thus expresses himself on this point : 

It is scientifically demonstrated by innumerable facts that the closing of ports aud 
frontiers does not prevent the invasion of epidemics; that these enter and develop 
■with greater violence in the countries which pretend to isolate themselves, because, 
under the mistaken belief that they are free of all danger, they disregard the proper 
means to restrain the development of the epidemic and, above all, to lessen its 
severity. 

But if absolute isolation as a prophylactic is nothing more than an 
illusion, the same may not be said of the sanitary means that modern 
science has placed within our reach for the disinfection of infected 
localities, as well as to prevent the introduction and development of 
contagion in those which have remained in a state of health. 

The committee did not enter deeply into this branch of the subject, 
because the Rio de Janeiro Convention, as well as the draft of the Lima 
Congress, the adoption of which is recommended, start with the funda- 
mental principle that the absolute closing of ports and frontiers should 
be renounced, for the reason that if this were put in practice interna- 
tional sanitary conventions would be unnecessary. 

The Rio de Janeiro Convention and the draught of the Congress of 
Lima are works which have exhausted, so to speak, the subject which 
engages our attention, and because of the accuracy, clearness, and care 
with which they have been edited, they may serve as a model, with 
respect to form and general idea, for sanitary conventions. Therefore, 
the committee thinks it should recommend them to the consideration 
of the honorable International American Conference. 

THE KECOMMEDATIONS OF THE OONFEENCE AS ADOPTED. 

The International American Conference, considering : 

That nnder the existing state of the relations between the nations of 
America, it is practicable and advisable, for the promotion of these rela- 
tions, to establish perfect accord with respect to sanitary regulations ; 

That the greater part of the ports of South America on the Atlantic 
are guided and governed by the decisions of the International Sanitary 
Convention of Rio de Janeiro, of 1 887 ; 

That although it does not appear that the plans of the Sanitary Con- 
gress of Lima, of 1888, have passed into the category of international 
compacts, it is to be hoped that they will be accepted by the Govern- 
ments that participated in the said congress, because those plans were 
discussed and approved by medical men of acknowledged ability ; 

That the Sanitary Convention of Rio de Janeiro, of 1877, and the 
draught of the Congress of Lima, of 1888, agree in their essential provi- 
sions to such an extent that it may be said they constitute one set of 
rules and regulations ; 

That if these were duly observed in all America they would prevent 
under any circumstances the conflict which usually arises between the 
obligation to care for the public health and the principle of freedom of 
communication between countries j 

That the nations of Central and North America were not represented 
either in the Sanitary Convention of Rio de Janeiro or the Congress of 
Lima; but that they might easily accept and apply to their respective 
ports on both oceans the sanitary regulations before cited : 

Recommends to the nations represented in this Conference the adop- 
tion of the provisions of the International Sanitary Convention of Rio 
de Janeiro, 1887, or the draught of the Sanitary Convention of the Con- 
gress of Lima, of J 888. 



4 international sanitary regulations. 

Appendix. 
convention of bio be janeiro. 

We, Maximo Tajes, lieutenaut-general, president of the Oriental Republic of Uruguay, 
to all to whom these presents shall come, hereby announce : 

That on the 25th and 26th days of November, of the year one thousand eight hun- 
dred and eighty-seven, there were agreed upon and signed between our plenipotenti- 
ary and those of the Argentine Republic and the Empire of Brazil, duly authorized 
by the appropriate full powers, and international sanitary convention and correspond- 
ing ordinance, of which the literal tenor is as follows : 

His excellency, the president of the Oriental Republic of Uruguay, her highness, the 
Princess Imperial Regent, in the name of his majesty, the Emperor of Brazil, and his 
excellency the president of the Argentine Republic, having resolved to join in a sani- 
tary convention, named for the purpose as their plenipotentiaries the following : 

His excellency the president of the Oriental Republic of Uruguay (named) Don 
Carlos Maria Ramirez, envoy extraordinary and minister plenipotentiary upon special 
mission to his majesty the Emperor of Brazil. 

Her highness the Princess Imperial Regent (named) the Baron of Cotegipe, of the 
council of his majesty the Emperor, senator, and grandee of the empire, dignitary of 
the Imperial Order of the Crozier, commander of the Order of the Rose, Grand Cross of 
that of our Lady of the Concepcion of Villa Vigosa, of Isabel the Catholic, of Leo- 
pold of Belgium, and of the Crown of Italy, president of the Council of Ministers, and 
minister and secretary of state for foreign affairs, and of the interior for those of the 
empire. 

His excellency the President of the Argentine Republic (named) Don Enrique B. 
Moreno, envoy extraordinary and minister plenipotentiary to his majesty the Emperor 
of Brazil, who, having mutually presented their full powers, which were found to be 
in good and proper form, agreed upon the following articles: 

Article 1. 

The three high contracting parties agree to adopt the following definitions: 

Exotic contagious diseases. — The yellow fever, cholera morbus, and Oriental plague. 

Infected 'port. — One in which any of the diseases mentioned prevails in epidemic 
form. 

Suspected port. — 1st, one in which there shall have occured some isolated cases of 
any of the contagious diseases: 2d, one which has easy and frequent communication 
with infected places; 3d, one which does not adequately guard itself against infected 
ports, with reference to the principles of this convention. 

The designation of a port as infected or suspected shall be made by each Govern- 
ment, in the proper case, on the report of the chief of the maritime sanitary service, 
and officially published. 

Infected vessel. — One in which there shall have occurred any case of a contagious 
disease. 

Suspected vessel. — Ist, one which, while proceeding from an infected or a suspected 
port, shall not have had during the voyage any case of contagious disease; 2d, one 
which, while proceeding from a clean port, shall have touched at an infected or sus- 
pected port, excepting in the case excepted under paragraph 10 of Article 8 ; 3d, one 
which, during the voyage or on arrival, communicates with another ship hailing from 
a port which is unknown, infected, or suspected ; 4th, one in which deaths shall have 
occurred from unknown causes, or in which there shall have been several cases of any 
disease ; 5th, one which shall not have brought a clean bill of health from the port of 
departure, as also from intermediate ports, duly vis^d by the consuls of the couujtry of 
destination in those ports ; 6th, one which, having been quarantined or subjected to 
special sanitary treatment in any of the quarantine stations of the three contracting 
states, shall not come provided with the international certificates of admission to free 
intercourse. 

Suspected oljects, or objects deemed capable of retaining or transmitting contagion. — 
Clothing, cloths, rags, mattresses, and ail articles of personal use and service, as well 
as bags, trunks, or boxes, used for the keeping of these objects, and also untanned 
hides. Other articles not before specified, as well as animals on the hoof, shall not be 
deemed suspected. 

Article 2. 

The Governments of the three high contracting parties shall establish their re- 
spective sanitary services in such manner as to enable them to carry out and comply 
with the stipulations of the present convention. 



INTEENATIONAL SANITARY REGULATIONS. 5 

The chiefs of the said sanitary services shall communicate with one another when- 
ever it may be necessary, and each of them shall be at liberty to make to the others 
such suggestions as he shall deem desirable with reference to the exercise of their 
functions. 

For the administration of the sanitary services there shall be issued an interna- 
tional ordinance making uniform the general or special provisions applicable to the 
three states. 

Article 3. 

The high contracting parties undertake : Ist, to establish the necessary quarantine 
stations, it being desirable that land quarantines shall be established upon islands; 
2d, to establish and maintain, during the prevalence of epidemics, at least one float- 
ing quarantine station ; 3d, to establish, in connection with the land quarantine, 
floating hospitals for the treatment of person's attacked by exotic contagious diseases 
in ships arriving, in those already at anchor, and in the quarantine stations; 4th, to 
deem valid, for the purposes of this convention, in any of their ports, the quarantines 
and sanitary measures resorted to in any of the quarantine stations of the three 
states, provided they shall be ofBcially authorized in an authentic manner; 5th, t) 
abstain from closing their respective ports, and from excluding any vessel, whatever 
may be the sanitary condition on board thereof. 

Article 4. 

No vessel, proceeding from foreign ports, shall be admitted to free intercourse in 
the Brazilian, Argenline, or Uruguayan ports without having first been subjected to 
a sanitary visit by the proper authorities, save in the case excepted from paragraph 
10 of Article 8. In such visit, the said authorities shall carry on the investigations 
necessary for the complete ascertainment of the sanitary condition on board, and shall 
determine the treatment to which the vessel must be subjected, the captain being 
notified in writing. 

Article 5. 

For the execution of the provisions of the foregoing article the high contracting 
parties agree to distinguish three kinds of vessels: 1st, steamers carrying less than 
one hundred steerage passengers; 2d, immigrant transports, that is, steamers which, 
whether they carry the mails or not, carry more than one hundred steerage passen- 
gers; 3d, sailing vessels. 

1. — Vei>sel8 of the Ist and 2d classes must carry a physician on board and be pro 
vided with — 

A steam disinfecting stove. 

A supply of disinfectants and disinfecting utensils, in accordance with the inter- 
national sanitary ordinance. 
A drug schedule book, in which shall be entered the quantity and kind of drugs 
or medicines on board at the moment of exit from the port of departure, as also 
the additional supplies which it may have received at the intermediate ports. 
A book for the registration of medical prescriptions. 

A clinical record in which shall be noted in fullest detail all cases of sickness oc- 
curring on board and the treatment adopted in such cases respectively. 
A passenger list indicating the number, age, sex, nationality, profession, and resi- 
dence. 
The list of the officers and crew. 
The manifest of the cargo. 

2. The books mentioned in the foregoing paragraph shall be opened and marked 
(" lubricados ") and their leaves stamped by the consul of one of the contracting states 
in the port of departure ; and the loaves referring to each voyage shall be closed by 
the sanitary authorities of the port of destination. 

The commanders of vessels shall not pay any charges for the official handling 
("habilitacion") of said books. 

3. All the vessel's papers shall be submitted for examination to the consular author- 
ity in the port of departure, and to the sanitary authority in the port of arrival, it be- 
ing incumbent upoii the former to note upon the bills of health, on viseing them, the 
presence or absence, total or partial, of the books and lists named in paragraph 1 
of this article. 

Article 6. 

All vessels destined to any one of the three countries must bring a bill of health 
issued by the sanitary authority of the port of departure, vis6ed by the consuls of the 
countries to which they are destined at the port of departure and at intermediate 
ports. Said bill of health shall be presented to the sanitary authorities of the porta 



6 INTERNATIONAL SANITARY REGULATIONS. 

of the three states to be vis6d, and shall be delivered to the sanitary authorities of 
the last port to which the vessel shall proceed. 

1. The sanitary certificate heretofore issued by consuls shall hereafter be dispensed 
with, there being substituted therefor the visaing of the bill of health, for which serv- 
ice the consuls shall collect the proper fees. 

2. The consular y\s6 shall be written on the back of the bill and authenticated with 
the seal of the consulate. 

3. When, in the light of the information obtained and of the accurate ascertain- 
ment of the facts, the consul shall have Ho comment to make upon the statements of 
the bill of health, the vis6 shall be a simple one; in other cases the consul himself 
shall note, in continuation of the vis6, such statements as he may deem proper for the 
correction of the statements of the bill of health. 

Bills of health which shall have been corrected on being visaed in the the first port 
of any of the three countries at which the vessel shall touch, shall be accompanied 
by a sanitary certificate ("billette sanitario") signed by the authorities of said port, 
and in which shall be set forth the treatment to which the vessel shall have been sub- 
jected. At the end of the vis6 shall be noted the issuing of the certificate. 

4. The consuls in the ports of departure shall try to secure information in the local 
sanitary districts, or in the best manner open to them, of the sanitary condition of the 
said ports, and must immediately communicate, in case of a correction of a bill of 
health, with the sanitary authorities of their own countries, which will communicate 
to those of the other contracting states the reasons and occasion for the correction. 

5. Vessels touching at ports of the three countries must take out in each of them a 
bill of health. These bills shall be delivered by the commander to the authorities of 
the last port into which the vessel shall go. 

6. The high contracting parties recognize two kinds of bill of health — the clean and 
the unclean ; a clean bill of health being one which records no case of exotic conta- 
gious disease in the port of departure or at intermediate ports, and an unclean bill 
being one which records an epidemic, or isolated cases of any of the diseases mentioned. 

7. The ships of war of friendly nations shall receive bills of health gratuitously. 

Article 7. 

Each of the high contracting parties undertakes to establish in due constitutional 
form in its territory a corps of sanitary inspectors of vessels, composed of physicians 
specially charged with the supervision, on board, of the vessels on which they shall 
have embarked, the compliance with of the rules adopted for the promotion of the 
health of passengers and crew ; to observe what occurs during the voyage and report 
the same to the sanitary authorities of the port of destination, 

1. The sanitary inspectors of vessels shall be officials of the maritime sanitary dis- 
tricts of the countries to which they belong. 

2. The sanitary inspectors of vessels shall be named by the Governments after com- 
petition, it being incumbent upon the chiefs of the corresponding sanitary service to 
designate the inspectors who are to embark. 

3. The international sanitary ordinance shall formulate the program and objects of 
the comi)etition, as also the duties and powers with which the sanitary inspectors of 
vessels are to be invested. 

Article 8. 

In the ports of each of the contracting states there shall be established two kinds 
of quarantine ; the quarantine of observation and the strict quarantine. 

1. The quarantine of observation shall consist of the detention of the vessel during 
the time necessary for the making of a searching sanitary visit thereto. 

2. The strict quarantine shall have two objects: 1, to ascertain whether, among 
the passengers coniing from any infected or suspected port, there is anyone suffering 
from a contagious disease in process of maturation ; 2, to subject to disinfection arti- 
cles supposed to retain or transmit contagion. 

3. The strict quarantine shall bo applied: 1, to infected vessels; 2, to vessels on 
board of which there shall have occurred cases of a disease not identified, or which 
could not be properly investigated by a sanitary visit. 

4. The duration of the strict quarantine shall be determined by the maximum 
period of incubation of the contagious disease which is sought t» prevent, that is, - 
ten days for the yellow fever, eight for the cholera, and twenty for the oriental 
plague. This term may be computed in one of two ways : 1, counting from the date of 
the last case occurring during the voyage; and 2, counting from the date of the laud- 
ing of the passengers at the quarantine station. 

5. The strict quarantine shall begin with the date of the last case occurring during 
the voyage, when the following three conditions shall be presented : 1, that the ves- 
sel shall comply with the requirements of paragraphs 1, 2, and 3, of Article 5 ; 2, that 



INTERNATIONAL SANITAEY REGULATIONS. 7 

it shall have carried on hoard thereof a sanitary inspector of vessels who shall certify 
the exact date of the termination of the last case, the compliance with all the meas- 
ures for disinfecting indicated in the instructions which such inspector shall have re- 
ceived from the chief of the sanitary service, in accordance with the international 
ordinance, and the perfect present condition of health on hoard ; 3, that the local 
sanitary authorities confirm the correctness of the report made. 

6. If, under the conditions specified in the foregoing paragraph, the time elapsed 
between the last case and the arrival of the vessel be equal to or greater than the 
maximum incubating period of the contagious disease, the passengers shall be admit- 
ted to free intercourse, as shall also the vessel, provided that the latter does not bring 
suspected articles. 

If the vessel brings suspected articles that need disinfecting and which have not 
been disinfected, the admission of the vessel to free intercourse shall take place only 
after the disinfection of said articles shall have been completed. 

In other cases, the vessel and passengers shall be subjected to a strict quarantine. 

7. If the time elapsed since the last case of contagious disease should be less than 
the maximum period allowed for incubation, and if the vessel be in the case described 
in paragraph 5, the passengers shall be subjected to an additional quarantine for the 
number of days lacking to make up the said maximum period of incubation. Such 
additional quarantine shall be undergone at the quarantine station save when there 
shall not be at said station available room for the purijose, in which case the quaran- 
tine may be undergone on board. 

8. If the vessel, at the time of its arrival, has on board persons suffering from con- 
tagions disease, these shall be lodged in the floating hospital, and the passengers sub- 
jected to quarantine in the floating station. The quarantine in such case shall be 
computed from the date of the transfer of the passengers to such station. 

The vessel shall be dealt with as may have been provided for such emergencies by 
the international ordinance. 

9. The provisions of the foregoing paragraph shall apply likewise to vessels in 
which there shall have occurred cases of contagious disease, though these no longer 
exist at the time of arrival, if such vessel, notwithstanding, shall not have satisfied 
the conditions set forth in paragraph 5 of this article. 

10. Suspected vessels which shall have made the voyage from an infected or sus- 
pected port to the port of arrival in a period of time shorter than the maximum period 
of incubation of the contagious disease which it is sought to prevent, shall also be 
subjected to the additional quarantine according to the provisions of paragraph 7. 

. There shall be excepted from this quarantine any vessel of the 2d class which, pro- 
ceeding from a port recognized as clean and with satisfactory sanitary conditions on 
board, certified to by the sanitary inspector of vessels, shall touch at Montevideo, Rio 
de Janeiro, or Buenos Ayres during the prevalence of an epidemic, but shall restrict 
itself to discharging her merchandise, landing passengers, and leaving and taking up 
the mails; provided that these operations shall be performed by means of a ponton 
designated for the purpose by the sanitary authorities, conveniently situated, free 
from all infection, and under satisfactory conditions as to isolation, so that it shall 
not receive on board, nor undergo contact with, any person or article from said ports. 
These facts shall be certified to by a document duly authenticated, signed by the san- 
itary authorities of the port at which the vessel shall touch, visaed by the consul of 
the country of destination, and attested by a sanitary inspector of such country of 
destination. 

11. A suspected vessel which shall have made the voyage in a period longer than 
the aforesaid maximum period of incubation, shall undergo the quarantine of obser- 
vation, in the course of which there shall be made the investigations prescribed in 
the international ordinance ; and only after it shall have been ascertained that no 
case of contagious disease has occurred on board shall such vessel be admitted to free 
intercourse. 

It is understood that, if such vessel brings suspected articles which have not been 
disinfected, but which can not have infected the passengers or crew, such vessel shall 
undergo a strict quarantine for the purpose of disinfecting the said articles, such dis- 
infection to be made after the lauding of the passengers brought, who must be ad- 
mitted to free intercourse. 

In case infection may have occurred, the case shall be governed by the provisions 
of the last part of paragraph 6 of this present article. 

12. The foregoing provisions concerning vessels of the 1st class described in Article 
5 shall hold good even though there be on board no sanitary inspector of vessels, 
provided there shall have been strict compliance with the requirements of the inter- 
national ordinance as to the responsibility assumed by the ship's physician to the 
sanitary authorities of the port of arrival in respect of the certificates which he is to 
give under his professioual oath, and provided that there shall have been exact com- 
pliance, during the voyage, with the provisions contained in the instructions as to 
the duties of the sanitary inspector of vessels. 



8 INTERNATIONAL, SANITARY REGULATIONS. 

13. The provisions of the foregoing paragraphs, in so far as they allow some modi- 
fication of the strict quarantine, shall apply to such vessels of the 2d class as, 1, shall 
receive on board and give a first-class passage going and coming to the sanitary in- 
spector of vessels; 2, shall act upon the recommendations of the sanitary inspector 
looking to sanitary conditions on board ship, both at the time of departure and during 
the voyage. 

In other cases the period of strict quarantine shall not be computable as provided 
in alternative No. 1 of paragraph 4, in respect of either the passengers or the vessel 
itself. 

Article 9. 

The requirements of paragraph 1 of Article 5 are binding upon all such vessels as. 
in any of the three countries, enjoy the privileges of a mail-transport, and to this end 
the contracting Governments nndertake to withdraw such privileges from all vessels 
which, four months from the date at which this convention shall have gone into ef- 
fect, shall not have strictly complied with the said requirements. 

Article 10. 

The high contracting parties agree that they will grant the privileges of a mail- 
transport only to such vessels as shall conform to this convention and shall furtheiv 
more prove to the proper sanitary authorities that they have complied with the re- 
quirements of paragraph 1 of Article 5, and declared their acceptance of conditions 1 
and 2 of paragraph 13 of Article 8. 

Article 11. 

The sanitary precautions which the high contracting parties may have to take on 
land and within their own territories form no part of the subject-matter of this con- 
vention ; but it is understood that such precautions are never to amount to an abso- 
lute suspension of intercommunication by land. The Governments concerned will, 
upon occasion, agree with one another upon the places through which communication 
is to be allowed, and upon the most efficacious means to prevent all danger of the 
introduction of epidemics. 

Article 12. 

The present convention shall last four years, dated from the day on which ratifi- 
tions shall be exchanged, and shall continue in force until one of the high contract- 
ing parties shall notify the others of its intention to terminate it, its operation ceasing 
twelve months after the date of such notification. Such ratifications shall be ex- 
changed at the city of Montevideo at as early a date as possible. 

In testimony whereof the said plenipotentiaries respectively sign and seal these 
presents. Done at the city of Rio de Janeiro, on the 25th day of the month of No- 
vember, in the year of the nativity of our Lord Jesus Christ one thousand eight hun- 
dred and eighty-seven. 

[l. 8.] Carlos Maria Ramirez. 

[l. s.] Baron de Cotegipe. 

[l. 8.] Enrique B. Moreno. 



CONVENTION OF LIMA. 

PLAN OF AN international SANITARY CONVENTION FORMULATED BY THE AMERICAN 

sanitary congress of lima op 1888. 
Article 1. 

The contracting countries agree to adopt the following definitions: 

(a) Pestilent exotic diseases.— Th& yellow fever, the Asiatic cholera, and the eastern 
plagne. 

(&) Infected jjort.— That in which any of the above diseases may exist in an ep1» 
demic form. 

(c) Suspected port : 

1. That in which an isolated case of the three pestilential diseases may appear oc- 
casionally ; 

5J. That which has easy and frequent intercourse with infected localities ; and 



INTERNATIONAL SANITARY KEUULATIONS. 9 

3. That which is not snfiSclently protected against infected porta. 

The declaration of infected or suspected, as applied to a port, shall he made by the 
Government of the country to which that port belongs, upon the recommendation of 
the chief of the maritime sanitary service, and shall be published officially. 

(d) Infected vessel. — That in which some case of pestilential disease may have oc- 
curred. 

(e) Suspected vessel : 

1. That which, coming from an infected or a snspectad port, may not have had dur- 
ing the voyage any case of pestilential disease ; 

2. That which, though proceeding from a healthy port, may have touched at an in- 
fected or suspected port. 

3. That which during the voyage or on arrival should communicate with another 
vessel coming from an unknown infected or suspected port. 

4. That iu which deaths may have occurred from caused not specified or from re- 
peated cases of any dlsea^e. 

5. That which does not bring a clean bill of health from the port of departure or 
from those at which it may have touched, duly certified by the consuLsof the country 
it is bound for; and 

6. That which, although having been quarantined or been subjected to special 
sanitary treatment in any of the contracting countries, comes unprovided with the 
international permit for free intercourse. 

Article 2. 

The contracting countries shall establish the sanitary services so that they may 
carry out and cause to be carried ontthe provisions of this convention. 

The chiefs of the aforementioned sanitary services shall communicate with each 
other whenever necessary, and each of them may make to the others such suggestions 
as they may think proper in the exercise of their duties. International regulations 
shall be issued for the performance of sanitary service, giving uniformity to the gen- 
eral and special measures applicable in other countries. 

Article 3. 

The contracting countries shall bind themselves — 

1. To establish the qnarantine hospitals which may he necessary, and those of a per- 
manent character shall be located on islands; 

•2. To establish floating hosp itals, annexed to the permanent quarantine hospitals, 
for the treatment ot persons attacked by exotic pestilential diseases on the vessels 
which may arrive or be ahi ady at anchor ; 

3. To consider valid at any of the ports, for the effect of this convention, the quar- 
antine and sanitary measures resorted to in any of the quarantine hospitals of the 
contracting countries, provided that they shall be officially authorized in an au- 
thentic manner ; and 

4. Not to resort to the closing of ports,. 

Article 4. 

The consul of the country for which the vessel is bound shall have the right to at- 
tend the sanitary inspections which the agents of the territorial authorities may 
make of the vessels. 

Article 5. 

At the port of departure the vessels shall take the following prophylactic measures : 

1. The storage of the cargo shall not commence until the cleansing of the vessel shall 
have been pertormed either by ordinary methods or by a special process of disinfec- 
tion, in case the latter shall be deemed necessary. For this purpose the vessel shall 
be visited by the captain and the ship-surgeon, and the result of the visit shall be 
recorded on the ships register. 

2. The surgeon shall examine the passengers which may come on board, and who 
hail from a port where any of the exotic pestilential mala dies exist, and shall reject 
such as he may suspect of having contracted any of them. 

3. In regard to those who may appear lo him as being unrler good conditions, he 
will vigilantly prevent their taking on board white linen clothes, or bedding, stained 
or suspicious. 

4. The wearing apparel and bedding used by such as may have died of exotic pes- 
tilential diseases shall never be received. 

5. Whenever any of the exotic pestilent ial diseases shall show itself on a vessel 

21 



10 INTERNATIONAL SANITARY REGULATIONS. 

wbilelyiag in aa infected port, the patients in whom the first symptoms af these af- 
fections may be noticed shall be put ashore immediately, and all their elfectu, as well 
the bedding they may have used, shall be destroyed or disiu^ected. 

Article 6. 

During the voyage vessels will observe the following prophylactic measures : 

1. The soiled underwear of the passengers and crew shall be washed on the same 
day, after being immersed in boiling water or a disinfectant solution. 

2. The water-closets shall be scoured and disinfected at least twice a day. 

3. During the voyage the most rigorous cleanliness and a thorough ventilation shall 
be observed on board of suspected vessels. 

4. As soon as the first symptoms of an exotic pestilential disease are confirmed, the 
necessary steps shall be taken to isolate the patieut. 

5. The localities occupied by such patients shall be immediately disinfected. 

6. So far as possible the localities so infected shall remain wide open and isolated, 
and shall not be occupied by any other passenger during the voyage. 

Article 7. 

No vessel proceeding from foreign ports shall be admitted to free intercourse at the 
ports of the contracting countries, without the previous sanitary visit made by the 
proper authorities. During this visit, the official shall proceed to make all the in- 
quiries necessary to ascertain thoroughly the sanitary condition on b -ard ; in times 
of epidemic, they will satisfy themselves that all measures of sauittition and disin- 
fection have been rigorously complied with, as well at the point of departure as dur- 
ing the course of the voyage, and shall determine the treatment to which the vessel 
must be subjected, and will notify in writing the captain thereof. 

Article 8. 

For the proper enforcement of the provisions of the preceding article the contract- 
ing countries agree to recognize two classes of vessels; a first and second class. 

1. Vessels of the first class are those which have a surgeon on board and are pro- 
vided with: 

(a) A disinfecting stove worked by steam under pressure ; 

(b) A supply of disinfectants and appliances for disinfection in compliance with 
the suggestions of the international sanitary regulations ; 

(c) A book showing the stock of drugs, wherein shall be insci'ibed the quantity 
and kind of the drugs or medicines on board at the moment of sailing from the jiort 
of departure, as well as the supplementary acquisitions received at the port of relay ; 

(d) A record book of medical prescriptions ; 

(e) A clinic book iu which shall be most minutely described all the cases of disease 
occurring on board and their respective treatment ; 

(/) A list of passengers giving their name, age, sex, nationality, profession, and 
place of residence ; 
(g) A list of the crew ; and 
(h) A manifest of the cargo. 

2. The books referred to in the preceding paragraph shall be opened and signed by 
the consul of some one of the coutracting countries at the port of sailing; and the 
leaves having reference to each voyage shall be closed by the sanitary authority at 
the port of destination. 

Commanders of vessels will pay no fee whatever for the supply of these books. 

3. All the papers on board shall be submitted for inspection to the sanitary author- 
ity at the port of destination and to the consular authority at the port of departure, 
it being the duty of the latter to indicate on the bills of health, when vised or certi- 
fied to, the existence or total or partial absence of the books, and the list and Toll 
alluded to in the first paragraph of this article. 

4. Vessels of the second class are those which do not possess the requirements 
stated in the first jiaragraph of this article. 

Article 9. 

The vessels engaged in the transportation of passengers, belonging to any of the 
contracting countries, are obliged to comply with the conditions of vessels of the first 
class, and likewise such foreign vessels as may be engaged in the same traflic U|)on the 
coasts of the coutrncting countries. 



INTERNATIONAL SANITARY REGULATIONS. 11 

Akticle 10. 

All vessels boand to any of the ports of the contracting countries must be provided- 
witb a clean bill of health from the port of sailing, certified to by the consuls of the 
countries to which they are bound and of those at which they may touch. When tbe 
vessels sail from ports belonging to any of the contracting countries, the bill of heal th 
shall be granted by the sanitary authority of the port of departure and must always 
be certified to as above specified. 

This bill of health shall be presented to the sanitary authority of the ports of the 
contracting countries at which the vessel may touch, for his certification, and shall be 
delivered to that of the last port of destination. 

1, Consuls shall charge the proper fees for the certification of bills of health. 

2, The consular vis6 or certification shall be entered on the back of the bill of health 
and authenticated with the seal of the consulate. 

$3 When, by reason of acquiredinformatiou and athoroughknowledgeof the facts, 
the consul shall have no remarks to make as to the asseverations of the bill of health, 
its certification will be simple ; when otherwise, the consul himself shall write down 
after the vis6 what he may deem proper to rectify the asseverations of the bill of 
health. 

The bills of health which may be rectified, after being certified to at the first port 
of any of the contracting countries at which the vesel may touch, shall be accom- 
panied by a sanitary bill, signed by the authority of the sauie port, in which shall be 
stated the treatmeut to which the vessel may have been subjected. The remittance 
of the bill shall be stated after the visd. 

4, The consuls of the contracting countries at the ports of departure shall endeavor 
to ascertain through the local sanitary authorities, or as best they may, the sanitary 
condition of those ports, and in case of rectii'viug a bill of health, shall inform at 
once the sanitary authority of their country, who will forward to that of the other 
contracting countries the reason for the rectification. 

5, If the rectifications mentioned in paragraph 3 should be made by the consuls 
of more than one of the contracting parties, the bill of health shall be forwarded by 
the sanitary aiithority of the first porr, reached by the vessel to that of the first port 
of the next nation, and by the correspondiug authority of the latter to that of the 
following ports, always accompanied by the sanitary bill, 

6, Vessels bound to ports of more than one of the contracting countries shall succes- 
sively, at each of these, provide themselves with bills of health, and the captain must 
deliver all these bills to the authority of the last port of arrival, 

7, The contracting countries recognize two kinds of bills of health, clean and un- 
clean ; that being clean which does not state any case of exotic pestilential disease 
at the port of departure or at those of relay, and nnclean, that which should mention 
epidemics or isolated cases of the diseases referred to, 

8, Men of war of friendly nations shall be granted bills of health without paying 
fees. 

AlTICLK IL 

The contracting countries agree to appoint a corps of vessel inspectors composed of 
physicians paid by the respective Governments. It will be their special mission on 
board the vessels assigned to them to see to the compliance with the measures pre- 
scribed in behalf of the health of passengers and crews ; they will also notice what 
may occur during the voyage and report thereon to the sanitary authority at the port 
of destination, 

1. Vessel inspectors shall be officials of the sections of marine sanitary of their re- 
spective countries and be subordinate to their respective chiefs, whose orders and in- 
structions they shall obey implicitly. 

2. Vesusel inspectors shall compete for their appointment by the Government, audit 
shall be the duty of the chiefs of the respective sanitary services to designate the in- 
spectors to be placed on board. 

3. The programme and purpose of the competition shall be determined by the in- 
ternational sanitary regulations as well as the duties and powers assigned to vessel 
.nspectors. 

Articlb 12. 

It is agroed by the contracting countries ^hat two kinds of quarantine shall be es- 
tablished at their resjiec-tive ports: 

(a) A strict quarantine ; and 

(&) A quarantine uf observation. 

1. The strict qu.arautine shall consist of tbe absolute isolation of the vessel during 
tfee time requireLl Uw the sauity mf\ dmntwAmy of the o^rtjcles iiifosted with cholem, 



12 INTEENATIONAL SANITARY REGULATIONS. 

yellow fever, or Eastern plague, and for the lapse of the maximum period of incuba- 
tion of the pestilential disease. 

2. The quarantine of observation shall consist of the absolute isolation of the vessel 
during the time required to make on board a visit of sanitary inspection, and for the 
lapse of the maximum period of incubation of the pestilential exotic disease, in case 
that the vessel has been at sea less than eight days for cholera, less than ten for yel- 
low fever, and less than twenty for the Eastern plague. 

3. The strict quarantine shall be applied — 

1. To infected vessels ; 

2. To vessels on board of which cases of diseases not specified may have oc- 

curred which the sanitary visit has not made known ; and 

3. To vessels hailing from ports where one of the pestilential diseases exists, if 

they have not complied with the sanitary regulations required at the port 
of departure, and during the voyage, even should they not have had on 
board a case of pestilential disease, either real or suspicious. 

4. The duration of the strict quarantine shall be determined by the maximum in- 
cubaticm of the pestilential disease guarded against, eight days being assigned for 
Asiatic cholera, ten days for yellow fever, and twenty days for the Eastern plague. 

This duration may be computed in two ways: 

1. Counting from the date of the termination by death or cure of the last case 

which has occurred on board duriug the voyage; and 

2. Counting from the date of the landing of the passengers at the quarantine 

hospital. 

5. The strict quarantine shall begin from the date by death or cure of the last case 
occurring on board during the voyage, when : 

(a) The vessel belongs to the first class. 

(b) A vessel sanitary inspector coming on board should certify to the precise date 
of the last case, to the compliance with all the measures for disinfection prescribed 
in the instructious which the same inspector may have received from the chief of the 
sanitary service, and to the present perfect state of health on board. 

In either case that which is prescribed in this paragraph can not take place unless 
the sanitary authority shall verify the correctness of the information furnished. 

6. If, after the termination of the last case occurring on board, the duration of the 
Toyage should be equal to or greater than the maximum incubation of the pestilential 
disease, the vessel shall be subjected to a quarantine of observation of 48 hours. 

7. If the time elapsed since the last case of pestilential disease should be less than 
that assigned to the maximum incubation and the vessel should belong to the first 
class the latter shall not be admitted to free intercourse until after a quarantine of 
observation, which shall last as many days as may be required to complete the afbre- 
eaid term of maximum incubation. If the voyage, after the termination of the last 
case, should have lasted until the day before the last of the maximum incubation of 
the pestilential disease which it is desired to guard against, the vessel shall not b© 
allowed free intercourse until 48 hours shall have elapsed after the expiration of the 
said maximum incubation. This quarantine shall be kept by the passengers at the 
quarantine hospital, unless thei-e should be no accommodation in the latter, in which 
case it may be allowed on board. 

8. If, at the time of its arrival, there should be in the vessel cases of pestilential 
disease they shall be transferred to the floating hospital and the passengers subjected 
to a quarantine at the quarantine hospital. In this case the quarantiue will com- 
mence the day of the admission of the passengers to the quarantine hospital. 

The vessel and the cargo shall be ventilated and disinfected in coni'ormiiy with the 
rules to be prescribed by the international sanitary regulations. 

9. Vessels of the second class shall !)e subjected to the requirements of the preced- 
ing paragraph when they shall have had cases of pestilential diseases, even when they 
do not exist at the time of their arrival. 

10. Suspicious vessels, the voyage of which may have lasted a period of time 
shorter than that of the maximum iucubation of the pestilential disease to be guarded 
against, shall not be admitted to free intercourse until they shall have passed a quar- 
antine of observation, which must last as many days as may be required to complete 
the term of maximum incubation. If the voyage should have lasted until the day 
before the last of the maximum incubation of the pestilential disease, they shall not 
be admitted to free interco'irse until after 48 hours after having completed the afore- 
said term in case they should hail from an infected ijort, and after 24 hours in other 
cases. 

11. Suspicious vessels which may perform their voyage in a period of time longer 
than the maximum iucubation of the pestilential disease to be guarded against shall 
be admitted to free intercourse after a quarantiue of observation of 48 hours, if they 
proceed from infected ports, and of 24 hours in other cases. 

During this quarantine the investigations proscribed by the iuteruatioual sanitary 
regulations shall be carried out. 



INTERNATIONAL SANITARY REGULATIONS. 13 

Articlb 13. 

The declaration of infected, as applied to a port, shall cause the sanitary interdic- 
tion of vessels hailing therefrom which may have sailed during the period immediately 
preceding the date of said, declaration, being twenty days for the Eastern plague, ten 
or the yellow fever, and eight for the Asiatic cholera. 

Article 14. 

The declaration of the termination of the epidemic at a port shall not cause the 
sanitary interdiction of the vessels hailing from it to he dispensed with until twenty 
days shall have elapsed for the eastern plague, ten for the yellow fever, and eight for 
Asiatic cholera. 

Articlk 15. 

The rules prescribed for maritime ports shall apply to river ports harboring sea- 
going vessels. 

Articlk 16. 

The sanitary measures which the contracting countries may adopt within their own 
territory do not come within the scope of the present convention. 

Articee 17. 

Should the contracting countries decide to establish international sanitary cordons, 
they bind themselves not to detain passengers for any longer period than that of the 
maximum incubation of the pestilential disease to be guarded against, and to estab- 
lish the quarantine hospitals which may be required in order that the quarantines 
may be kept therein, the latter being governed by the same regulations prescribed for 
maritime quarantines so far as they may be applicable thereto. 

Julio Rodriguez, Delegate from Bolivia. 

ANDRifis S. MuNOZ, Delegate from Bolivia. 

Fredeuico Puga Borne, Delegate from Chile. 

Celso Bambar^n, Delegate from Ecuador. 

Francisco Rosas, Delegate from Peru. 

J. Lino Alarco, Delegale from Peru. 

Jos#. Mariano Macedo, Delegate from Peru. 
Lima, March 12, 1888. 

Correct : 

Andres S. MuSoz, 

Secretary to the Congress 

o 



INTERNATIONAL AMERICAN CONFERENCE. 



REPORT AND RECOMMENDATIONS 



ON 



CUSTOMS REGULATIONS 



618T Congress, ) SENATE. ( Ex. Doc. 

1st Session. ' i (No. 136. 



MESSAGE 

FROM THE 



PRESIDENT OF THE UNITED STATES, 



TRANSMITTmG 



A letter of the Secretary of State relative to certain recommendations oj 
the International American Conference. 



June 2, 1890. — Kead, referred to the Committee on Foreign Kelations, and ordered to 

be printed. 



To the Senate and House of Representatives : 

The International American Conference, recently in session at this 
capital, recommended for adoption by the several American Republics: 

1. A uniform system of customs regulations for the classification and 
valuation of imported merchandise. 

2. A uniform nomenclature for the description of articles of merchan- 
dise imported and exported ; and 

3. The establishment at Washington of an International Bureau of 
Information. 

The Conference also, at its final session, decided to establish in the 
city of Washk'Jgton, as a fitting memorial of its meeting, a Latin-Ameri- 
can Library, to be formed by contributions from the several nations of 
historical, geographical, and literary works, maps, manuscripts, and 
ofiBcial documents relating to the history and civilization of America, 
and expressed a desire that the Government of the United States 
should provide a suitable building for the shelter of such a library, to 
be solemnly dedicated upon the four-hundredth anniversary of the dis- 
covery of America. 

The importance of these suggestions is fully set forth in the letter of 
the Secretary of State, and the accompanying documents herewith 
transmitted, to which I invite your attention. 

Benj. Harbison. 

Executive Mansion, 

June 2, 1890. 



2 international american conference. 

evstoms re&ulations and bueeau op infoemation. 

Department of State, 

Washington, May 14, 1890. 
The President : 

The act of Congress authorizing the International American Con- 
ference, recently in session at this capital, provided that, among other 
subjects, it should — 

consider the establishment of a uniform system of customs regulations in each of the 
independent American States, to govern the made of importation and exportation of 
merchandise, and port dues and charges, a uniform method of determining the the 
classification and valuation of such merchandise in the ports of each country, and a 
uniform system of invoices. 

The Conference received from the committee intrusted with this 
branch of its investigation three reports, all of which were unani- 
mously adopted, and copies are hereto attached. The action of the 
Conference in this respect is of great importance to all merchants and 
manufacturers of the United States who have commercial relations 
with Latin America and are endeavoring to extend their trade, as its 
recommendations, if adopted by the several Governments, will so sim- 
plify the formalities to be observed in the importation and exportation 
of merchandise that the obstacles heretofore existing will be removed. 

This report, which was prepared after repeated consultation with the 
custom-house officials in New York and representatives of the Treasury 
Department, will be found in detail and ready for the consideration of 
Congress. 

Another serious diflBculty met with in our inter- American commerce 
has been the lack of uniformity in the nomenclature of articles of mer- 
chandise in common use, each country having its local terms and idioms 
that are obsolete, or at least unfamiliar, to its neighbors. For example, 
a calico print is known by a diflerenfc name in nearly every one of the 
Latin- American States, and the same term used in one market may de- 
scribe an entirely difierent article in another. This has been the source 
of great confusion and annoyance to those engaged in the export trade, 
and the Conference has proposed as a remedy the compilation and publi- 
cation of a code of common nomenclature, which shall designate in 
alphabetical order and equivalent terms, in English, Spanish, and Portu- 
guese, the commodities upon which import duties are levied, to be 
adopted by all the American nations, and to be used in shipping mani- 
fests, consular invoices, entries, clearance petitions, and other official 
documents. 

It is suggested that the preparation of this code be done under the 
direction of the proposed commercial bureau of the American republics 
referred to below, that the work be commenced at the earliest date prac- 
ticable, for which an aijpropriation by (Jougress will be necessary. 

The third report of the Committee on Customs Eegulations, which was 
prepared by the direction of the Conference, and unanimously adopted, 
recommends the organization of an association under the title of " The 
International Union of American Eepublics, for the prompt collection 
and distribution of commercial information." 

This union is to be represented at Washington, under the supervision 
of the Secretary of State, by a bureau called " The Commercial Bureau 
of the American Eepublics," and its organ is to be a publication enti- 
tled "The Bulletin of the Commercial Bureau of the American Eepub- 
lics," to be printed in the English, Spanish, and Portuguese languages, 



INTERNATIONAL AMERICAN CONFERENCE. 3 

afid to contain, in addition to important information c«uc€Tning tbp 
American republics, the following : 

(a) The existing customs tariffs of the several countries belonging to 
the union and all changes of the same as they occur, with such expla- 
nations as may be deemed useful. 

(&) All official regulations which affect the entrance and clearance of 
vessels and the importation and exportation of merchandise in the ports 
of the represented countries ; also all circulars of instruction to cus- 
toms officials which relate to customs procedure, or to the classifica- 
tion of merchandise for duty. 

(c) Ample quotations from commercial and parcel-post treaties be- 
tween any of the American republics. 

(d) Important statistics of external commerce and domestic products 
and other information of special interest to merchants and shippers of 
the represented countries. 

This bureau is at all times to be available as a medium of communi- 
cation and correspondence for persons applying for information in regard 
to matters pertaining to the commerce of the American republics, and 
the Bulletin is to be supplied to the public. 

The expense of sustaining the proposed bureau and its publications 
is to be divided among the several American republics in shares pro- 
portionate to their respective populations. 

No one familiar with the conditions of our commerce with Latin 
America will fail to recognize the advantages of such an organization, 
and if it shall please Congress to approve the project, I suggest the im- 
portance of prompt action in making the appropriations required to carry 
the recommendation of the Conference into effect. 

It seems fitting in this connection to refer to the action of the Con- 
ference at Its final session, concerning the establishment at Washing- 
ton of a Memorial Library of American Literature. 

The foreign delegates, appreciating the importance of the Conference 
and the significance of the assemblage of representatives of eighteen 
nations for the purpose of promoting the peace and prosperity of each 
other, frequently expressed a desire to erect some monument or memo- 
rial to permanently commemorate such an unprecedented event. Vari- 
ous propositions were suggested, but this desire finally found formal ex- 
pression in the following resolution, offered by the Hon. Carlos Marti- 
nez Silva, a delegate from the Kepublic of Colombia : 

Besolved, That there be established at such location in the city of Washington as the 
Government of the United States may designate, to commemorate the meeting of the 
International American Conference, a Latin-American Memorial Library, to be formed 
by contributions from all the GoTernments represented in this Conference, wherein 
shall be collected all the historical, geographical, and literary works, maps, manii- 
Bcripts, and oflScial documents relating to the history and civilization of America, 
such library to be solemnly dedicated on the day on which the United States cele- 
brates the Fourth Centennial of the discovery of America. 

The Hon. BoletPeraza, a Delegate from Venezuela, after applauding 
and supporting Mr. Martinez Silva's resolution, suggested that the 
library should be named in honor of Columbus, which amendment Mr. 
Silva accepted. 

The resolution was unanimously adopted. . 

Dr. Martinez Silva, in presenting his resolution, said : 

Mr. President, ever since my distinguished colleague, Mr. Mendonpa, spoke, at a 
private gathering, of the appropriateness and expediency of erecting a monument to 
commemorate the assembling of the International American Conference, the honora- 
ble Delegates seem to have been unanimously of the opinion that something of the 
sort ought to be done. But it has since occurred to me that, among the yanons em- 



4 INTERNATIONAL AMERICAN CONFERENCE. 

barrassments whicli would be encountered in the attempt to carry out the snggestiou, 
it would be very difficult to select a model wMcli all would accept ; and that discus- 
sions and delays would arise — discussions and delays which might at last lead to 
that worst result, that nothing should be done. 

With this fear in my mind, and thinking, furthermore, that the memorial to be 
erected ought to be something at once useful and made up of various elements, to 
which each Government might contribute independently, it occurred to me that the 
only plan which would satisfy all these requirements^was the establishment in Wash- 
ington of a memorial library, to which each Government could send on its own ac- 
count the most complete collection possible of historical, literary, and geographical 
works, laws, official reports, maps, etc., so that the results of the intellectual and 
scientific labor in all America might be collected together under a single roof. 

That would be a monument more lasting and more noble than any in bronze or 
marble, because, in the first place, such a memorial would redound to our honor and 
help to make the Spanish- American nations known ; while at the same time it would 
be very agreeable to the United States to have erected in Washington the library 
which I propose. It will gradually be enriched and enlarged, day by day, because 
the several Governments will take care to transmit every new work which may be 
published in their respective countries, until at last it will become so complete a col- 
lection that whoever shall desire to pursue any study concerning America will come 
to Washington to do ic; even from Europe itself students would have to come for 
any special study concerning these countries. We are so disconnected in America, there 
are so many difficulties in the way of communication, that it may be said that we do 
not know each other. It is, for instance, almost impossible in Bogota to procure abook 
published in the Argentine Republic, and I believe that the same is the case in the 
Argentine Republic respecting the publications of Bogota. Let us suppose that a per- 
son is desirous of writing on America ; how could he collect data as correct and com- 
plete as the case demands ? He would have to go from country to country, spending 
much money and time to attain his object; but if there be a library such as I propose, 
then all those dedicating themselves to such research or in need of data can come 
here and find what they want. 

Catalogues of this library would be distributed in all the countries of America and 
Europe, so that the people of all parts of the world would know what could here be 
obtained. It would be, moreover, of great usefulness for the permanent Spanish- 
American Legations in Washington. All of the honorable Delegates may have had 
occasion to note that great difficulties have presented themselves each time that 
information or a book respecting our countries is needed here. 

It would also be of great value to the Government of the United States, for it would 
stimulate the study of those nations in this country. So that my idea reduces itself to 
theestablishmentj'in Washington, in some building or apartment whichcould be pro- 
vided by the Government of the United States, of a Portuguese-Spanish-American 
library, each Government sending a collection, as complete as possible, of geograph- 
ical charts, historical, statistical, and literary works, etc., enriching this library from 
year to year with the new publications which may be issued by the American nations. 
At the outset we might collect here fifteen or twenty thousand volumes, but in the 
course of twenty years this library will have an importance unrivaled in the world. 

I would desire to propose, also, that each Government should send its share of books 
in time for the library to be publicly dedicated on the anniversary of the discovery of 
America. 

I most cordially indorse all that was said by the honorable Delegate 
from Colombia with reference to the importance and appropriateness 
of the proposed memorial, and have full confidence that tlie sentiments 
which he uttered, and which were shared by all his colleagues, are 
heartily reciprocated by the people of the United States. 

To receive and protect the proposed collection it will be necessary to 
provide a safe and suitable building, in a convenient locality, which 
may also be used for the offices of the proposed bureau of information, 
and should contain a hall or assembly room for the accommodation of 
such international bodies as the two conferences that have just ad- 
journed. I respectfully suggest that the authority of Congress be asked 
to purchase, or erect, a structure of appropriate design and dimensions 
at a cost not exceeding $250,000. 

Respectfully submitted. 

James G. Blaine. 



' INTERNATIONAL AMERICAN CONFERENCE. 5 

Llnternational American ConfereDce.] 
REPORTS OF THE COMMITTEE ON CUSTOMS REGULATIONS. 

(As adopted by the Conference.) 

I.— Classification and Valuation of Merchandise. 

The Committee ou "Customs Eegulatious," appointed by resolution 
passed at the sitting- of the twelfth day, has the honor to submit the 
following report. The subjects designated for consideration by this 
committee, as appears in the printed minutes of the Conference, are the 
following : 

A. — Formalities to be observed in the importation and exportation of merchandise. 
B. — The classification, examination, and valuation of merchandise. 
C. — Methods of imposing fines and penalties for the violation of customs and har- 
bor regulations. 

The committee has already made a preliminary report to the Confer- 
ence, recommending the adoption of a plan for the assistance of im- 
porters and exporters by means of an official and uniform nomenclature 
and classification of merchandise, in alphabetical order, which is in- 
tended to furnish equivalents in the English, Spanish, and Portuguese 
languages. 

In continuation of its labors, the committee now presents the follow- 
ing suggestions : 

A. — Importation and exportation of merchandise. 

1. The committee has not been authorized to take into consideration 
the varying rates of duties imposed upon exports and imports by the 
countries represented in the Conference, and such recommendations as 
are made in this r*^port are intended to be applicable alike to the pres- 
ent and the future rates of duty. 

2. The committee has given due weight to the iact that each of tbe 
countries represented depends upon customs duties as the chief source 
of national revenue, and that the productiveness and security of this 
revenue must not be threatened nor impaired under the guise of simpli- 
fication or improvement of regulations for its collection. 

3. It is recognized that each country should regulate and administer 
its own system of customs revenue, and that differences of race, habit, 
condition, and environment prevail among the conferring nations. The 
committee, therefore, proposes nothing that does not take cognizance 
of .these important considerations. 

4. The committee realizes that an active and desirable international 
commerce can be established only by the energy and skill of private 
enterprise, and can not be created and maintained by the cultivation 
of mutual sentiments of amity and good will. The true bases of such 
intercourse can be found only in parallelism of interests and in satis- 
factory profits derived from the supply of material wants. 

5. Convinced that an increased commerce amongst the American 
republics would be mutually beneficial to the citizens of those republics 
the committee has considered the customs regulations of the several 
countries for the purpose of devising means of reducing some of the 
existing burdens of labor, time, expense, and risk. 

6. The committee is gratified to find that, in a general sense, the rev- 
enue laws and regulations of the several republics are reasonable and 
moderate in their provisions ; that their administration is, upon the 



b mi'SENATIONAL AMBBICAN CONFERENCE. 

wbole, considerate of the rights and interests of the citizen, and that as 
a rule those who conduct the international navigation and commerce 
of the American continent are candid and honest in their relations with 
the revenue laws. 

7. Nevertheless it is apparent that the laws and regulations as well 
as the administration thereof are, in some respects, susceptible of 
important improvements, and it is proposed in part to effect these 
improvements by establishing certain uniform rules and practices, with- 
out attempting to regulate minor local details. 

8. Commerce is now carried on mainly by the instrumentality of the 
steamship, the railway, and the telegraph. These agencies h a ve created 
necessities and conditions which often conflict with administrative ar- 
rangements which are preserved only because they are traditional, and 
which do not accord with modern methods. 

9. Excessive formality in administration is a serious evil, for the rea- 
son that it introduces expense, risk, and uncertainty in commercial 
transactions in such degree as to discourage commercial enteri)rise. 
It leads to the multiplication of agents in the business of importation, 
exportation, and transportation, and thereby reduces the legitimate 
profits and reasonable expectations of merchants and carriers, and in- 
creases the expenses of Government. 

10. A ship's manifest is a marine document universally required of 
vessels arriving from foreign ports, as a basis fordetermining their car- 
goes and, in the time of war, to furnish the evidence of non-contraband 
goods. No vessel should be allowed to clear from any customs port 
before the master has lodged in the custom-house a manifest of his cargo, 
but consular certification of such manifests should not be required. Ves- 
sels belonging to regular lines of steamers which are advertised to sail 
on schedule time are usually compelled to take in cargo up to the last 
moment of their departure, and it is therefore impracticable before the 
hour of sailing to complete the manifest for clearance at the custom- 
house. The resident agents of such vessels should therefore be allowed 
to lodge in the custom-house, within twenty-four hours after the sailing 
of the vessel, such supplementary manifests as may be required to 
account for the whole cargo. 

Before entering a foreign port the master of every vessel should pre- 
pare, for surrender to the customs authorities, an inward manifest con- 
taining all the facts shown by the outward manifests, together with a 
list of the passengers and crew and an account of surplus ship stores 
remaining on board. This manifest should be lodged at the custom- 
h ousetogether with the register and any other documents required by the 
local regulations, and should be verified by the master's personal deda- 
ratiou before the proper customs officer. The inward manifest may be 
used in verif^^ing the cargo, but should not be accepted in lieu of an 
invoice. The committee will present for the consideration of the Con- 
ference a proposed international form of manifest and supplementary 
manifest. On the exportation of merchandise every shipper should be 
required, under penalty for failure, to lodge at the custom-house a spe- 
cial manifest of the goods sent by him out of the country, containing 
full particulars respecting the character, quality, value, and destination 
of the goods, so that the Governments may have authentic data for 
statistical records and reports. (See Recommendation 1.) 

11. Invoices for customs purposes should be made out in the language 
of either the country of import or of export,and should declare thewhole- 
sale market value of the goods at the date of exportation in the market 
whence imported, md »U awounts or quantities should be expressed ia 



INTERNATIONAL AMEEICAN CONFERENCE. 7 

figures only. The value so declared should be accepted, prima facie, 
as a basis for estimating ad valorem duties. It is recommended that the 
fee for consular certification throughout republican America be estab- 
lished at the uniform rate of $2.50 for each invoice; but that no fee be 
required for duplicates of an original invoice, nor in any case where the 
value does not exceed $100. (Rec. 2.) 

12. Entries of imported merchandise should be made out in the lau- 
guage of the country of importation, and should name the vessel and 
the importer; entries should agree with bills of lading and with invoices 
in all material particulars, and the bill of lading and invoice should be 
lodged with the customs authorities at the time of entry. In case any 
of the packages covered by an invoice should fail to arrive by reason of 
short shipment, entry should be allowed of the missing packages by 
means of a i)roperly verified extract or copy of the original invoice. 
Wherever oaths are now required in customs procedure they should be 
abolished, because they entail needless hardship and loss of time upon 
the importer in requiring his personal attendance at the custom house. 
The signature of the importer to his declaration for entry should be in- 
vested with all the j)enal responsibilities now attached to his affidavit. 
(Rec. 3.) 

13. Special facilities without the imposition of unnecessary charges 
should be accorded to goods in transit by railroad or water transporta- 
tion through one country to another, provided they be kept in bond 
during such transit and that the transit be made under the supervision 
of the customs authorities, but without any verification of contents of 
packages. (Rec. 4.) 

14. The hours and regulations for the lading and unlading of vessels 
should be made as liberal as local circumstances will permit, and spe- 
cial means should be provided for their entrance and clearance before 
and after the regular hours for business at the custom-house, and on all 
days when general business is suspended. (Rec. 6.) 

15. The abolition of all fees and charges in the customs service is de- 
sirable and none should be exacted except such as are fixed and pub- 
lished by due authority ; whenever they do exist, they should be limited 
to the actual cost of the service rendered, and never be imposed for the 
purpose of raising public revenue. (Rec. 7.) 

16. In cases where the rate or amount of duty is doubtful or disputed 
the importer should be permitted to deposit, under protest, the amount 
claimed by the customs authorities and to take possession of his goods ; 
his duties should be liquidated, as promptly as practicable, in accord- 
ance with the final decision on his protest, and any excess of deposit 
refunded without abatement. (Rec. 8.) 

17. The committee earnestly recommends the adoption, in the prin- 
cipal ports of the countries here represented, of a system of bonded 
warehouses similar to that which wherever it has been tried has dem- 
onstrated its convenience to importers and its advantage to the na- 
tional revenue. By availing himself of this system the importer can 
delay the payment of duties until he has effected the sale of the arti- 
cles imported, or if he prefers to export them, he can do so without 
payment of duty. To secure this privilege he must store the imported 
merchandise at his own risk and expense in some designated warehouse 
which is kept under the special supervision of the collector of customs, 
and must furnish satisfactory bonds for the payment of the duty or the 
exportation of the merchandise within a prescribed period. The im- 
porter, under this system, may withdraw his goods in lots of one or 
iBore paokagesj or if the merchandise be m bttlk, in st^te4 quantities 



8 INTERNATIONAL AMERICAN CONFERENCE. 

according to the demands of his business upon paying all duties and 
costs of labor and storage whioh have accrued upon the portion with- 
drawn for consumption. 

Tbe government is thus absolutely protected against loss while the 
importer is relieved from the necessity of forcing his goods upon an un- 
satisfactory market. (I^ec. 9.) 

18. Peculiar hardship is suffered by importers in some of the countries 
from the revision of invoices by the supreme authority at the capital. 
In case of doubt or controversy, where a deposit of the maximum duty 
is exacted and the amount is paid under protest, this revision by the 
central authorities is necessary in the interest of justice, but in all other 
cases, except where fraud or culpable negligence appears, the merchant, 
upon paying the assessed duty at the custom-house, should receive his 
goods exemj)ted from further liability for reclamations which may ab- 
sorb his apparent profits. (Rec. 15.) 

19. Internal duties upon imported commodities which have paid duty 
at the frontier are intolerable burdens upon and obstructions to inter- 
national commerce. As soon as the legally assessed import duties are 
paid, on arrival, the goods become a part of the general stock of com- 
modities and should thereafter be treated in the same manner as do- 
mestic products. An increase of import duties at the frontier is prefer- 
able to tbe vexatious system of internal duties. There should be no 
interior control nor su|)ervision of duty-paid imported goods. A custom- 
house delivery of goods should entitle them to all the privileges and 
exen)ptious accorded to domestic merchandise. (Rec. 15.) 

20. In the general interest of the American peoples, it is urged that 
prompt information be circulated by the governments of the outbreak 
or prevalence of contagious diseases among cattle or other live-stock, 
in order that such importations may be subjected to a proper quar- 
antine. 

B. — The classification, examination, and valuation of merchandise. 

21. With regard to the customs examination of merchandise, it need 
only be said that it should be conducted with as liitle delay, ex})ense, 
and damage as possible, and should be limited to a reasonable verifica- 
tion of the statements of the entry and invoice. This suggestion applies 
as well to examinations conducted for the purpose of verifying the duti- 
able value of ad valorem merchandise as to examinations for ascertain- 
ing weights and quantities for the assessment of specific duty. The 
committee has interi)reted the phrase " valuation of merchandise" as 
meaning its invoice valuation, and where duties are specific this valua- 
tion should be received without question or the necessity of verification, 
except in case of suspected fraud. (Kec. 10.) 

22. Merchandise contained in the baggage of tourists and immigrants, 
not exceeding a limited amount, should be admitted to entry and pay- 
ment of duties without bill of lading or invoice, and tools of trade or 
occupation and other articles brought by passengers in reasonable quan- 
tities, for their own personal use and not for sale, should be exempted 
from duty. (Rec. 11.) 

23. Actual samples oj' merchandise consigned, in reasonable quanti- 
ties, solely for inspection, or contained in the baggage of bona fide 
commercial travelers and intended to be used in the prosecution of their 
business, should, in the interests of commerce, be admitted duty free, 
under such restrictions as may be deemed necessary. (Rec. 11.) 

24. The system of appraisement for ad valorem duties is so intricate and 



INTERNATIONA.L AMERICAN CONFERENCE. 9 

vtrfaminous in its details, and is so little likely to be practiced m extenso 
by many of the countries represented in the Conference, that the com- 
mittee has decided not to recommend the consideration of that system. 

25. The assessment of duty upon ihe gross weight of dutiable prod- 
ucts seems onerous, but where the rate has been adjusted with due 
regard to the insignificant value of the taxed materials used for pack- 
ing any particular class of goods, the duty upon the " gross weight" 
has the great advantage of certainty and simplicity and avoids trouble- 
some questions about tare and weight. Through careful nnss in pack- 
ing and the use of light, strong coverings, importers can minimize the 
tax. Whenever "net weight" is required the tares should be regu- 
lated, as far as practicable, by schedules officially prepared and pub- 
lished. (Kec, 16.) 

26. Merchandise which has been recovered from a wrecked or 
stranded vessel should be allowed to be entered without invoice at the 
custom-house by either the salvors or importers for appraisement by 
the proper authorities, duties to be paid on the appraised value. The 
importers should also be accorded the privilege of abandoning to the 
Government merchandise included in any invoice and seriously dam- 
aged by sea transportation free of liability for duty, provided such 
merchandise represents 10 per centum of the total value of the invoice, 
and whenever goods have been surrendered to the insurance companies 
the latter should be recognized as rightful owners of the same for all 
customs purposes. (Bee, 13.) 

C. — Methods of imposing fines and penalties. 

27. Against the imposition of fines and excessive duties there should 
be granted the right of appeal to some tribunal which would promptly 
investigate all the facts and take into account the good or bad faith of 
the importer, as may appear in evidence. The importer should be 
allowed to appear personally or by representative before such tribunal 
and the decision should in such cases be made without delay. Clerical 
errors, minor inaccuracies, and informalities in the entry or invoice or 
in any customs proceedings which do not affect the amount of collect- 
ible duty, should not, in themselves, be deemed sufficient ground for 
imposing tines and penalties. (Rec,. 17.) 

28. The committee is deeply impressed with the belief that equity 
and regularity of administration are in constant danger of infraction 
whenever officers of customs are allowed to participate in any share of 
penalties or forfeitures. A pecuniary interest in fines and penalties 
has a tendency to bias the judgment of the officer and incline him 
toward undue exactions for his own benefit. The committee therefore 
recommends to all the countries represented the adoption of laws (where 
they do not already exist) providing for the deposit in the Government 
Treasury of all the moneys received by customs officers, and the sub- 
stitution of a system of rewards for specially meritorious service. (Eec. 
17.) 

D. — Additional suggestions. 

29. The committee has been convinced of the advantages to be de- 
rived from a periodical compilation, publication, and distribution of 
official statistics of the navigation and foreign commerce of the coun- 
tries represented in the Conference. These statistics are often the in- 
dispensable bases for legislative ena(.fcments affecting international in- 
terests. (Kec, 18.) 



10 INTERNATIONAL AMERICAN CONFERENCE. 

30. In addition to the adoption of common statistical forms, the com- 
mittee recommends the establishment of an international bureau for 
the systematic collection and distribution of useful information relating 
to the exterior navigation and commerce of the conferring powers, and 
to the changes in their customs laws and regulations. 

The expense of maintaining such a bureau would be inconsiderable 
and its benefits inestimable. As one example of the practicability 
and economy of such a bureau, the bureau of universal postal union, 
conducted by the Government of Switzerland, may be cited. A 
more cognate instance is to be found in the plan for an international 
union for the publication of customs tariffs, etc., formulated by the con- 
ference held at Brussels in May, 1888, in which most of the commercial 
nations of the globe were represented, and it is urged that a union be 
effected between the Republics represented in this Conference, which 
would insure a prompt and accurate publication, at the common ex- 
pense, for the common benefit, of important commercial information. 
To accomplish this purpose the proposed international bureau might 
with advantage be maintained under the supervision of one of the rep- 
resented countries and charged with the translation into English, Span- 
ish, and Portuguese, and the publication and distribution of all the 
American tariffs, and such modifications of the same as may occur in 
due course. The countries comprised in this Conference should each 
engage to send to the bureau without delay copies ol^ — 

(1) Their representative customs laws, including tariffs corrected 

to date. 

(2) Explanations of the effect of modifications which are made 
in the original laws. 

(3) All circulars of instruction which have been addressed to their 
respective customs officers concerning the exaction of duties 
on, and the classification of, merchandise under the tariff laws. 

(4) All commercial and parcel post treaties in force or subse- 
quently adopted. 

(5) All available statistics relating to external commerce and do- 

mestic productions. 

The annual expense of maintenance would properly be assessed in 
due proportion to the amount of the foreign commerce of the countries 
interested. 

A common form adapted to the uniform exhibition of the desired 
facts will, if desired by the Conference, be prepared and submitted here- 
after. (Rec, 18.) 

MEASURES RECOMMENDED. 

In accordance with the conclusions thus carefully set forth, your com- 
mittee asks the Conference to recommend to all the countries here rep- 
resented the adoption of the following measures: 

(1) That forms be adopted for outward manifests of vessels, which 
shall be lodged at the custom-house by masters of vessels at the time of 
clearance, and for supplementary manifests of steamers belonging to 
established lines to be made by the resident agents thereof and lodged 
by them in,the custom-house within twenty-four hours after the sailing 
of the vessels, which manifests shall be used only for the determina- 
tion of the cargo, etc., and shall not require consular certification. 

That every such manifest shall show the name of the vessel and of 
her master, the ports of departure and destination, a description of her 
cargo by marks, numbers, and supposed contents of packages, with 
names of consignees and consignors, but no statement of values. 



INTERNATIONAL AMERICAN CONFERENCE. 11 

On the exportation of merchandise each individual shipper shall 
make and lodge at the custom-house for statistical purposes a special 
manifest, stating quantities, character, and values of the goods exported 
by him ; and for a failure so to do he shall be subjected to a penalty. 

The master of any vessel may, within forty-eight hours after the en- 
trance at the custom house and before any of the cargo shall have been 
landed, change her destination and proceed on his voyage. On enter- 
ing a foreign port the master of every vessel belonging to one of the 
represented countries shall lodge with the custom authorities an inward 
manifest, containing all the facts shown by the outward manifest, in- 
cluding a list of the passengers and crew and an account of surplus 
ship stores remaining on board. This manifest must be verified by the 
master's personal declaration at the custom-house. It shall not be ac- 
cepted in lieu of an invoice and no consular certification shall be required. 
Forms for outward, inward, and shipper's manifests are herewith sub- 
mitted. 

With a view that each government shall have official record of its 
export trade by rail with adjoining countries, any persons delivering 
to a railway or other transportation company commodities for export to 
an adjoining country, shall also deliver a manifest thereof, showing the 
kind, quantity, and value of such commodities; and this manifest shall 
be delivered to the customs of&cer of the exporting country nearest to 
the borders thereof. 

2. For the entry of imported merchandise, invoices shall be made out 
in the language and currency of either the country of import or of ex- 
port, or in any currency actually paid for the merchandise. They must 
declare the contents and value of each package, and state the quantities 
and the values of the goods in figures and n ot in words, and the amounts 
so expressed, with any additions which the importer may make in his 
entry, shall be accepted at the custom-house as the basis for preliminary 
estimates of duty. 

Wherever consular certification of manifests has heretofore been 
required the certification of invoices shall be accepted in lieu of the 
same. The consul's fee for legalization and certification shall be fixed 
at the uniform rate of $2.50 for each invoice, but no fee shall be required 
for duplicates of an original invoice, nor for any invoice the value of 
which does not exceed $100; provided that such invoice shall not have 
been subdivided for the purpose of reducing its total value. 

If, by the reason of delay in the mails or other satisfactory cause, a 
certified invoice can not be produced, entry shall be allowed on a state- 
ment in the form of an invoice, and when the amount exceeds $100 the 
execution of a bond shall be required for the subsequent production of 
an invoice duly certified. 

In case any of the packages covered by an invoice shall, by reason 
of short shipment, fail to arrive, entry may subsequently be made of 
the missing packages by means of a properly verified extract or copy 
ot the original invoice. (Par. 11.) 

3. That all imported merchandise shall be entered at the port of 
arrival on a prescribed form, which shall be a declaration or petition 
signed by the importer and giving the ship's name, port of departure 
and date of arrival, the particulars of the packages, including the weight 
or quantity and the supposed dutiable or free class of contents; also 
their values expressed in the currency of the invoice and reduced to the 
currency of the country of importation The entry must agree in all 
essentials with the invoice and the bill of lading. That in all proceed- 



12 INTERNATIONAL AMERICAN CONFERENCE. 

ings relating to the importation and entry of merchandise the declara- 
tion of the importer over his signature shall be received in lieu of his 
oath, and that any false declaration so signed shall subject him to such 
penalties as may be provided by the respective countries. (Par. 12.) 

4. That every reasonable facility shall be aftbrded for the unobstructed 
transit of merchandise through one country to an adjacent country, 
especially where transportation can be directly affected by railway or 
water routes and where bonds can be furnished for the delivery of such 
merchandise, intact, within the jurisdiction of the adjoining country. 
That in no case shall the contents of such packages be made subject to 
duty or to examination by custom ofBcers while in transit, or to any 
onerous requirements and exactions, but they shall be held amenable to 
such supervision only as shall be incidental to proper safeguards against 
their unlawful introduction into the markets of the country through 
which they may be transported. (Par. 13.) 

5. That technical defects in the form of any document which has been 
duly authenticated before the consul of any one of the countries shall 
not, in that country, be deemed sufficient cause for the imposition of 
fines or penalties, and that all other manifest clerical errors may be cor- 
rected, after entry at the custom-house, without prejudice to the con- 
signee or the owner. (Par. 9.) 

6. That every facility shall be granted in the various ports of entry 
for the entrance and clearance of vessels and the discharge and lading 
of cargoes; and, on all days when other official business may be sus- 
pended, that the custom-house shall be open during some part of each 
day, for the prompt entrance and clearance of vessels. (Par. 14.) 

7. That the scale of duties shall be so arranged as to avoid the neces- 
sity of additional fees and charges, and that every country in which 
they continue to be exacted shall establish and publish a list of all fees 
and charges which are statutory in its ports, and that such exactions 
shall be respectively adjusted, so far as it is practicable, to cover the 
actual cost of the service rendered therefor. (Par. 15.) 

8. That in all cases of dispute as to the legal rate or amount of duty, 
the importer shall be allowed to deposit under protest the maximum 
duty demanded by the customs authorities and to take possession of 
his goods ; the entry in such cases to be liquidated as promptly as 
practicable after the final decision is reached, and the excess of duty 
(if any) refunded to the importer. (Par. 16.) 

9. That in the principal ports of the countries here represented, a 
system shall be adopted as soon as practicable, whereby an importer 
who desires to place his importation temporarily in the custody of the 
Government before payment of duty shall be enabled to store it at his 
own expense and risk, under the supervision of the customs authorities. 
For this purpose, warehouses shall be provided in which such goods 
may remain on storage under bond during one or more years, and from 
which they may be withdrawn at any time by the Importer, in quantities 
of not less than one package, or if in bulk, not less than one ton in 
weight, upon payment of the duty and charges upon the portion with- 
drawn for consumption, or, if withdrawn for export, upon payment of 
the expenses of storage and labor. (Par. 17.) 

10. That customs examinations shall be made solely for the verifica- 
tion of the declarations of the invoice and entry, and be conducted 
with the least possible delay and expense to the importer. Where the 
duties are specific, the invoice valuation shall be accepted for statistical 
purposes without verification. (Par. 31.) 



INTERNATIONAL AMERICAN CONFERENCE. 13 

11. That actual samples of merchandise of no commercial value sent 
by foreign dealers, or brought by bona fide commercial travelers, solely 
for inspection, and personal effects and tools of trade or occupation, 
brought by passengers for their own use and not for sale, shall be ad- 
mitted without payment of duty, under such restrictions as may be 
provided. (Par. 22.) 

12. That the countries here represented shall agree to circulate prompt 
information of the existence, within their respective borders, of conta- 
gious disease among cattle and other live-stock, and to establish proper 
precautions where importations of this character are threatened. (Par. 
20.) 

13. Merchandise which has been recovered from a wrecked or stranded 
vessel may be entered without invoice at the custom house by either 
the salvors or the importers for appraisement by the proper authorities, 
and duties shall be paid in accordance with such appraisement. Im- 
porters shall also be accorded the privilege of abandoning to the Gov- 
ernment, without liability for duty, any damaged merchandise included 
in any invoice, provided that the portion so abandoned shall amount in 
value or quantity to ten per centum of the entire invoice, and whenever 
recovered goods have been surrendered to an insurance company, the 
latter shall be recognized as the rightful owner of the same for all cus- 
toms purposes. (Par. 26.) 

14. That when importers have paid at the frontier the full amount 
of import duties assessed, they shall be exempted from all further lia- 
bility for duties within the limits of the country of importation. (Par. 
18, 19.) 

15. That where the rate or amount of duties is dependent upon tbe 
weight, gross weight shall generally be used, and that in case net 
weight is required, allowances for tare shall be made according to sched- 
ules officially published. (Par. 25.) 

16. Against the imposition of fines or excessive duties importers shall 
be granted the right of appeal to a tribunal by which their good or bad 
faith, as it may appear from the evidence, will be taken into account ; 
and the decision of said tribunal upon the facts shall be final and shall 
be made as promptly as practicable, and whenever the good faith of the 
importer is satisfactorily shown no penalty shall be incurred. Customs 
officers shall have no participation in any of the customs receipts, but 
shall deposit them intact, including moneys derived from fines and for- 
feitures, into the treasuries of their respective governments. (Par. 27, 
28.) 

17. That the governments here represented shall unite for the estab- 
lishment of an American international bureau for the collection, tabu- 
lation, and publication, in the English, Spanish, and Portuguese lan- 
guages, of information as to the productions and commerce, and as to the 
customs laws and regulations of their respective countries ; such bureau 
to be maintained in one of the countries for the common benefit and at 
the common expense, and to furnish to all the other countries repre- 
sented, such commercial statistics and other useful information as may 
be contributed to it by any of the American republics. 

That the Committee on Customs be authorized and instructed to fur- 
nish to the Conference a plan of organization and a scheme for the 
practical work of the proposed bureau. (Par. 29, 30.) 

18. The acceptance of the foregoing recommendations shall not re- 
quire any change in the present legislation of the American republics, 
in case it should contain more liberal provisions than here proposed, as 



14 INTERNATIONAL AMERICAN CONFERENCE. 

the i)urpose of the Conference is not only to adopt uniform rules, but 
to establish more liberal provisions^ than are now in force. 

J. Alfonso. 

M. EOMERO. 

OLfMAco Caldeii6n. 
Chas. R. Flint. 
Salvador de MENDONgA, 
Manuel Arag6n. 
N. BoLET Peraza. 
H. Cx. Davis. 

n. — Bureau of Information. 

At the meeting of the Conference, held March 29, 1890, the following 
resolution was adopted : 

That the governments here represented shall [unite for the establishment of an 
American International Bureau for the collection, tabulation, and publication, in the 
English, Spanish, and Portuguese languages, of information as to the productions and 
commerce and as to the customs laws and regulations of their respective countries ; 
such bureau to be maintained in one of the countries for the common benefit and at 
the common expense, and to furnish to all the other countries such commercial sta- 
tistics and other useful information as may be contributed to it by any of the Amer- 
ican republics. That the Committee on Customs Regulations be authorized and in- 
structed to furnish to the Conference a plan of organization and a scheme for the 
practical work of the proposed bureau. 

In accordance with said resolution the committee submits the follow- 
ing recommendations : 

1. There shall be formed by the countries represented in this Con- 
ference an association under the title of " The International Union of 
American Eepublics for the prompt collection and distribution of com- 
n^ercial information.'' 

2. The International Union shall be represented by a bureau to be 
established in the city of Washington, D. C, under the supervision of 
the Secretary of State of the United States and to be charged with the 
care of all transactions and publications and with all correspondence 
pertaining to the International Union. 

3. This bureau shall be called " The Commercial Bureau of the Amer- 
ican Eepublics," and its organ shall be a publication to be entitled "Bul- 
letin of the Commercial Bureau of the American Eepublics." 

4. The Bulletin shall be printed in the English, Spanish, and Portu- 
guese languages. 

6. The contents of the Bulletin shall consist of — 

[a) The existing customs tariffs of the several countries belonging to 
the union and all changes of the same as they occur, with such explana- 
tions as may be deemed useful. 

(6) All official regulations which affect the entrance and clearance of 
vessels and the importation and exportation of merchandise in the 
ports of the represented countries ; also all circulars of instruction to 
customs officials which relate to customs procedure or to the classifica- 
tion of merchandise for duty. 

(c) Ample quotations from commercial and parcel-post treaties be- 
tween any of the American republics. 

{d) Important statistics of external commerce and domestic products 
and other information of special interest to merchants and shippers of 
the represented countries. 

6. In order to enable the commercial bureau to secure the utmost ac- 
curacy in the publication of the "bulletin," each country belonging to this 



INTERNATIONAL AMERICAN CONFERENCE. 15 

union shall send directly to the bureau, without delay, two copies each 
of all official documents which may pertain to matters having relation 
to the objects of the union, including customs tariffs, official circulars, 
international treaties or agreements, local regulations, and, so far as 
practical, complete statistics regarding commerce and domestic products 
and resources. 

7. This bureau shall at all times be available as a medium of com- 
munication and correspondence for persons applying for reasonable in- 
formation in regard to matters pertaining to the customs tariffs and 
regulations and to the commerce and navigation of the American re- 
publics. 

8. The form and style of the " bulletin " shall be determined by the 
commercial bureau and each edition shall consist of at least one thou- 
sand copies. In order that diplomatic representatives, consular agents, 
boards of trade, and other preferred persons shall be promptly sup- 
plied with the " bulletin," each member of the union may furnish the 
bureau with addresses to which copies shall be mailed at its expense. 

9. Every country belonging to the International Union shall receive 
its quota of each issue of the " bulletin" and the quota of each country 
shall be in proportion to its population. 

Copies of the "bulletin" may be sold (if there be a surplus) at a 
price to be fixed by the bureau. 

10. While it shall be required that the utmost possible care be taken 
to insure absolute accuracy in the publications of the bureau, the In- 
^rnational Union will assume no pecuniary responsibility on account 
of errors or inaccuracies which may occur therein. A notice to this 
effect shall be conspicuously printed upon the first pnge of every suc- 
cessive issue of the bulletin. 

11. The maximum expense to be incurred for establishing the bureau 
and for its annual maintenance shall be $36,000, and the following is a 
detailed estimate of its organization, subject to such changes as prove 
desirable : 

One director in charge of bureau, compensatioa $5,000 

One secretary - - 3,000 

One accountant 2,200 

One clerk 1,800 

One clerk and type-writer 1, GOO 

One translator (Spanish andEnglisli)... 2,500 • 

One translator (Spanish and Eugiisb) 2,000 

One translator (Portuguese and English) 2,500 

One messenger 800 

One porter 600 

22, 000 

Offlce expenses. 

Rent of apartments, to contain one room tor director, one room for secretary, 
one room for translators, one room for clerks, etc., and one room for library 
and archives $3,000 

Lights, heat, cleaning, etc .- 500 

3, 500 

Publication of huUetin. 

Printing, paper, and other expenses - , $10,000 

Postage, express, and miscellaneous expenses „. 500 

10 600 



16 



INTERNATIONAL AMERICAN CONFERENCE. 



12. The GoverDment of the United States, through the Secretary of 
State, to advance to the International Union a fund of $36,000, or so 
much of that amount as may be required, for the expenses of the com- 
mercial bureau during its first year, and a like sum for each subsequent 
year of the existence of this union. 

13. On the 1st day of July of the year 3891, and of each subsequent 
year during the continuance of this union, the director of the commer- 
cial bureau shall transmit to every government belonging to the union 
a statement in detail of the expenses incurred for the purposes of the 
uniou, not to exceed $36,000, and shall assess upon each of said gov- 
ernments the same proportion of the total outlay as the populations of 
the respective countries bear !o the total populations of all the coun- 
tries represented in the union, and all the governments so assessed shall 
prora})tly remit to the Secretary of State of the United States, in coin 
or its equivalent, the amounts respectively assessed upon them by the 
director of the Ijureau. In computing the population of any of the 
countries of this union, the director of the bureau shall be authorized 
to use the latest official statistics in his possession. The first assess- 
ment to be made according to the following table : 

TaMe of assessments for commercial iureau. 



Coantries. 



Hayti 

Nicaragua. 
Pern 

Gualemala 
tJiugiiay . . 
Colmnliia.. 
Argtintine. 
Cosla Rica 
Paraguay . 
BrazU 



Population. 


Tax. 


500, 000 


$187.50 


200, 000 


75.00 


2, 600, 000 


975. 00 


1, 400, 000 


525. 00 


600, 000 


225. 00 


3, 900. 000 


1, 462. 50 


3, 9U0, 000 


1, 46-J. 50 


200, 000 


75.00 


2.')0, 000 


93.75 


14,000,000 


5,250.00 



Conntries. 



Honduras .... 

Mexico ... 

Bolivia 

United States 
Venezuela.... 

ChUi 

Salvador 

Ecuador 

Total... 



Population. 



350, 000 

10, 40J, 000 

1, 200, 000 

50, 150, 000 

2, 200, 000 

2, 500, 000 

6.i0, 000 

1, 000, 000 



96, 000, 000 



Tax. 



$131. 25 
3, 900. 00 
450.00 
18, 806. 0(i 
825. 00 
937. 50 
243. 75 
375.00 



36, 000. 00 



14. In order to avoid delay in the establishment of the union herein 
described, the Delegates assembled in this Conference will promptly 
communicate to their respective governments the plan of organization 
and of practical work adopted by the Conference, and will ask the said 
governments to notify the Secretary of State of the United States, 
through their accredited representatives at this capital or otherwise, 
of their adhesion or non-adhesion, as the case may be, to the terms 
proposed. 

15. The Secretary of State of the United States is requested to organ- 
ize and establish the commercial bureau as soon as practicable after a 
majority of the countries here represented have officially signified their 
consent to join the International Union. 

16. Anieudraents and modifications of the plans of this union maybe 
made at any time during its cemtiuuance by the vote, officially commu- 
nicati d to the Secretary of State of the United States, of a majority of 
the members of tbe union. 

17. Tbis uniou shall continue in force during a term often years from 
the date of its organization, and no country becoming a member of the 
union shall cease to be a member until tbe end of said period of ten 
years. Unless twelve montbs before the expiration of said period a 
majority of tbe members of tbe uniou shall have given to tbe Secretary 
of State of the United States official notice of their wish to terminate 



INTERNATIONAL AMERICAN CONFERENCE. 17 

the union at the end of its first period, the union shall continue to be 
maintained for another period of ten years and thereafter, under the 
same conditions, for successive periods of ten years each. 

Josi} Alfonso. 

M. Romero. 

N. BoLET Peraza. 

Salvador de Mendon^a. 

H. G. Davis. 

Ohas. E. Flint. 

III. — iJfOMENOLATURE. 
MOTION. 

Resolved^ That the proper committee of this Conference be requested 
to examine and report about the convenience and practicability of 
adopting a common srhedule of foreign goods, to be used by the several 
nations represented in this Conference for the purpose of collecting im- 
port duties, making invoices, bills of lading, etc., each country having 
the exclusive right to fix the amount of duties to be levied on each arti- 
cle, but the schedule of the articles to be common to all. 

M. Romero, 
Delegate from Mexico. 

Washington, January 2, 1890. 

REPORT. 

The Committee on Customs Regulations has considered the resolution 
presented by Mr. Romero, Delegate from Mexico, with a view to the 
adoption by the nations represented at this Conference of a common 
nomenclature which shall designate in equivalent terms, in English, 
Spanish, and Portuguese, the commodities on which import duties ar»3 
levied, and also be used in shipping manifests, consular invoices, entries, 
clearance petitions, and other customs documents, without restricting 
thereby the right of each nation to maintain the duties levied at pres- 
ent or to change them in any way which may be most convenient to 
their respective interests. 

The committee favors this resolution in the belief that one of the 
objects for which this Conference has been convened is the assimilation 
of the customs laws and regulations of the American nations, in order 
that simplification may facilitnte the mercantile operations between 
them and promote the development of their reciprocal trade. The com- 
mittee will formulate the nomenclature contemplated in said resolution, 
if the occupations of the members thereof allow it, and if they are able 
to obtain the necessary data and expert help therefor, and if unable to 
do this, will report to the Conference the manner in which, in its opin- 
ion, this labor can best be performed. 

This is not the only subject with which the committee has had to 
deal. The committee is carefully considering all the other important 
and complex matters which the Conference has intrusted to it, and as 
soon as its labors are finished it will submit them to the enlightened 
decision of the Conference. 

"While such results will be presented later, the committee now sub- 
mits to the Conference the following resolution : 

" Resolved, That the International American Conference recommends 
to the Governments represented therein the adoption of a common 
B. Bz. 135 ^ 



18 INTERNATIONAL AMERICAN CONFERENCE 

nomenclature which shall designate in alphabetical order la equivalent 
terms, in English, Portuguese, and Spanish, the commodities on which 
import duties are levied, to be used respectively by all the American 
nations for the purpose of levying customs imposts which are or may 
hereafter be established, an<l also to be used in shipping manifests, 
consular invoices, entries, clearance petitions, and other customs docu- 
ments ; but not to afifect in any manner the right of each nation to levy 
the import duties now in force, or which may hereafter be established." 

J. Alfonso. 

Charles E. Flint. 

M. EOMEKO. 

H. G. Davis. 

Salvador de Mendon9A. 

OlImaco Calder6n. 



INTERNATIONAL AMERICAN CONFERENCE. 



REPORT AND RECOMMENDATIONS 



CONCEK:tiriXG AX 



INTERNATIONAL MONETARY UNION. 



51sT Congress, \ SENATE. » Ex. Doc. 

1st Session. | ) No. 180. 



MESSAGE 

FROM THE 

PRESIDENT OF THE UNITED STATES, 

TRANSMITTING 

A letter of the Secretary of State with a report of the International Am&^ 
can Conference relating to an international monetary conference. 



July 12, 1890. —Bead, referred to the Committee on Foreign Kelations, and order*)d 

to be printed. 



To the Senate and House of Bepresentatives : 

I transmit herewith a letter from the Secretary of State, inclosing a 
copy of a report of the International American Conference, recently in 
session at this capital, recommending: the establishment of an interna- 
tional American monetary union, and suggesting that the President be 
authorized to invite the several American nations to send delegates to 
its first meeting in Washington, on the first Wednesday of January 
next, that authority also be granted for the appointment of three del- 
egates on the part of the United States, and that an appropriation be 
made to meet the necessary expenses. 

I commend these suggestions and hope they will receive the prompt 
consideration of Congress. 

Benj. Harbison. 

Executive Mansion, July 19 '•890. 



Department of State, 

Washington, July 10, 1890. 
The President : 

The International American Conference, recently in session at this 
capital, adopted the following report : 

The International American Conference is of opinion that great advantages wonld 
accrue to the commerce between the nations of this continent by the use of a coin 
or coins that would be current at the same value in all the countries represented in 
this Conference, and therefore recommends — 

(1) That an international American monetary union be established. 

(2) That as a basis for this union an international coin or coins be issued which 
shall be uniform in weight and fineness, and which may be used in all the countries 
represented in this Conference. 

(3) That to give full effect to this recommendation there shall meet in Washington a 
commission composed of one delegate or more from each nation represented in this 
Conference, which shall consider the quantity, the kind of currency, the uses it shall 
have, and the value and proportion of the international silver coin or coins, and their 
relations to gold. 

(4) That the Government of the United States shall invite the commission to meet 
in Washington within a year from the date of the adjournment of this Conferdnoe. 



2 INTERNATIONAL AMERICAN MONETARY UNION. 

It was hoped and expected by the Conference that the recommenda- 
tions would be transmitted to Congress with a recommendation that the 
several nations interested be invited to send delegates to a meeting of 
the international American monetary union at Washington on the 
first Wednesday of January next; that authority be granted for the 
appointment of three delegates on the part of the United States, and 
that an appropriation be made to meet the necessary expenses. 

Kespectfully submitted. 

Jambs G. Blaine. 



INTERNATIONAL AMERICAN CONFERENCE. 



REPORT AND RECOMMENDATIONS 



CONCLRNIXG 



TEEATIES 



rOK THE 



PROTECTION OF PATENTS AND TRADE-MARKS. 



51ST Congress, ) SENATE. ( Ex.Doo. 

1st Session, } ( No. 177. 



MESSAGE 

FROM THE 

PRESIDENT OF THE UNITED STATES, 

TRANSMITTING 

Be^ortof the International American Conference concerning patents, trade- 
marks, and copyrights. 



July 11, 1890. — Read, referred to the Committee on Foreign Relations, and ordered 

to be printed. 



INTERNATIONAL PATENTS AND TRADE-MARKS. 

To the Senate and House of Representatives : 

1 transmit herewith a communication from the Secretary of State, in- 
closing a report of the action of the International American Conference, 
lately in session in this city, concerning the protection of patents, trade- 
marks, and copyrights in commerce between the American Eepublics, 
to which I invite your attention. 

Bbnj. Harrison. 
Executive Mansion, 

Washington, July 11, 1890. 



Department of State, 

Washington, July 11, 1890. 
The President: 

The International American Conference, recently in session at this 
capital, was invited to consider, among other subjects, the best method 
of protecting the patents and trade-marks of American manufacturers 
against infringement and forgery ; and I have the honor to submit their 
conclusions for your consideration and the information of Congress. 

The South American Congress which met at Montevideo in August, 
1888, adopted three treaties for the protection of patents, trade-marks, 
and copyrights, which have already been ratified by the Argentine Ke- 
public, Bolivia, Brazil, Chili, Colombia, Ecuador, Paraguay, Peru, Uru- 
guay, and Venezuela — all the nations of the Southern Continent — and 
the recent conference recommends their ratification by the several gov- 
ernments of Central and North America. 

EespectfuUy submitted. 

James G. Blaine. 

23 



2 PATENTS, TRADE-MARKS, AND COPYRIGHTS. 

INTERNATIONAL AMERICAN CONFERENCE. 

REPORT ON PATENTS AND TRADE-IMCARKS. 

To the honorable the International American Conference: 

According to the invitation of the United States Government to the 
other governments of America, and according to the act of Congress 
in virtue of which that invitation was extended, one of the objects for 
which this conference has been called together is to concert measures 
for the protection of literary and artistic property, patents on inventions, 
and trade-marks belonging to citizens of any one of the countries repre- 
sented ill this Conference within the territory of each of the others of 
said ,countries. 

The property of man in the fruits of his intellect, whether they con- 
sist of literary or scientific works or of works of art, is recognized by 
all civilized nations, receives in all the protection of the law, and in 
some is the object of special attention in the constitutions or funda- 
mental laws. All the nations of America protect literary and artistic 
property. All have placed in their codes legal jDrovisions, by virtue of 
which the author's or artist's property in his works is acknowledged and 
assured to the citizens of each of them and to foreigners who live under 
the protection of their laws; and the violation of these rights incurs 
the penalty of the- law, and is punished in such manner as the legisla- 
tion of each State determines. 

The right of property in industrial products receives the same pro- 
tection and the same guaranties. The person who discovers uew indus- 
trial products, or invents new processes for their preparation or manu- 
facture, or improves upon the processes already known, contributes by 
his discovery or invention to the development of industry and to the 
increase of public wealth, and has a right thereto as clear and incon- 
trovertible under the laws of all civilized nations as that which the 
manufacturer has to the products of his factory or the laborer to his 
daily wages. 

In consequence of the industrial development of the present age and 
the daily increase of international commercial relations very great im- 
portance has lately attached to the signs and marks employed by man- 
ufacturers to distinguish the products of their factories, and by traders 
to distinguish the wares which they select and place upon the market, 
which marks and signs are commonly called manufacturers' or dealers' 
trade-marks. The tradesman or merchant who wins reputation for a 
trade-mark by the superiority of the articles to which he attaches it 
acquires a right to that mark which the law should foster and protect, 
and it should punish those who violate this right, either by making 
unlawful use of or by counterfeiting or forging a mark belonging to 
another. 

This will i)rotect not only the maker or seller, but also the buyer, 
who must generally rely in selecting an article upon the trade-mark 
which has made it known in the market. When an accredited trade- 
mark is unlawfully used or forged, with the intent of giving to the 
market and the consumer an adulterated article of food, the deception 
generally assumes increased gravity; foi, at the same time that the 
proprietor's right of ownership of the unlawfully appropriated or coun- 
terfeited mark is violated, and that the buyer, who is a victim of the 



PATENTS, TRADE-MARKS, AND COPYRIGHTS. 3 

imposition, is defrauded, the health of the consumer is frequently in- 
jured and at times his death occasioned. 

As a general rule, the laws relating to literary, artistic, and indus- 
trial property protect in each country, only the proprietor who is a citi- 
zen or resident of the country itself, and tacitly i^ermit the violation of 
similar rights of property guarantied by the laws of other nations within 
their own territories. Even in countries where the movable property of 
a foreigner is protected from the moment he enters the national territory, 
and where the property of an absent foreigner is respected like that of 
a citizen or subject, no protection whatever is granted to the author, 
inventor, or artist for the rights which belong to him, and which, on ac- 
count of their immaterial and intangible character, can be more easily 
violated. Henry Clay, speaking in the United States Senate in 1837 of 
literary property, said : 

A British merchant brings or transmits to the United States a bale of merchandise, 
and the moment it comes within the jurisdiction of our laws they throw around it 
effectual security. But if the work of a British author is brought to the United 
States, it may be appropriated by any resident here and republished without any 
compensation Avhatever being made to the author. We should all be shocked if the 
law tolerated the least invasion of the rights of property in the case of the merchan- 
dise, while those which justly belong to the works of authors are exposed to daily 
violation without the possibility of their invoking the aid of the laws. 

This protection — which may be termed international — of literary and 
artistic copyright outside of the country of its origin has been accorded 
by the nations of Europe and America only in reciprocity for equal pro- 
tection given to their citizens or subjects simply as an act of interna- 
tional comity, or by virtue of compacts and conventions, but it has never 
been demanded as an invested right. 

It was not until 1815, in the Congress of Yienna — and then only in a 
limited degree — that the principle of international protection of literary 
and artistic property was first recognized in Europe by the provision, 
which was there adopted, that the authors and artists of every State 
included in the Germanic Confederation should enjoy throughout said 
Confederation the same protection granted by law to authors and 
artists who were citizens. Afterwards Denmark, Great Britain, Switz- 
erland, and Austria, each separately, agreed to recognize the intellect- 
ual property of those nations which should grant them reciprocal rights. 
To France belongs the honor of being the first to solemnly proclaim, as 
it did in 1852, the principle of unlimited and absolute international 
protection of intellectual property and of making the unauthorized 
reproduction of works published in foreign countries a punishable 
offense. This liberal principle was also adopted unanimously in 1858 
by the Literary Congress of Brussels, which, with the object of general- 
izing it, made some very important declarations, which were adopted 
(although without immediate practical results) by the Literary Congress 
of Antwerp in 1861, of Vienna iu 1873, of the Hague in 1875, and of 
Bremen in 1876. It was not, however, until 1886, in the Literary and 
Artistic Conference of Berne, in which Germany, Belgium, France, 
Spain, Great Britain, Hayti, Italy, Liberia, and the Eegency of Tunis 
took part, that a positive and official result could be reached. In fact, 
the nations represented constituted themselves an International Union 
for the Protection of Literary and Artistic Works. They signed a con- 
vention, in which "literary and artistic works" were defined and enu- 
merated, the rights of authors clearly specified, and means adopted for 
rendering them effective; and the Union established an international 
office, under the supervision and supreme authority of the Swiss Con- 



4 PATENTS, TRADE-MARKS, AND COPYRIGHTS. 

ederation, the functions of which were fixed with the common consent 
of the contracting parties. 

As a general rule, the nations of Europe have not granted the pro- 
tection of their laws to the industrial property of foreigners, except as 
acts of reciprocal courtesy or in virtue of express stipulations contained 
in international compacts. Just as in the case of literary and artistic 
copyright, to France belongs the honor of first proclaiming the ample 
and absolute principle of international protection to industrial prop- 
erty. The " International Congress of Industrial Property," held in 
Paris in 1878 under the auspices of the French Government, included 
in its labors every subject relative to "industrial property;" 
but, confining itself within the limits of its mission, it merely recom- 
mended the Governments to open negotiations with a view to equal- 
izing the legislation of the several nations on so important a subject. 
The Conference of 1880, which also assembled in Paris, endeavored to 
give a practical and definite form to the declarations made in 1878 ; and, 
with this intent, prepared a draught of an international convention, 
in which it was provided that all the nations adopting it should con- 
stitute a union, within which industrial property should enjoy uniform 
protection before all the courts of justice. 

Nevertheless, this convention did not obtain the ratification of the 
Governments, and it was not until 1883 that the establishment of a Union 
for the International Protection of Industrial Property was definitely 
realized. According to the terms of the convention, signed in Paris on 
the 20th of March of that year by the representatives of France, Belgium, 
Brazil, Spain, Guatemala, Italy, Holland, Portugal, Salvador, Servia, 
and Switzerland, these nations constituted themselves a Union for the 
Protection of Industrial Property. It was, moreover, provided that this 
property, in the broadest acceptation of the term, should enjoy in each 
of the countries composing the Union all the advantages granted by 
their respective laws to citizens or subjects. Special provisions were 
formulated with the object of protecting the names of business firms and 
facilitating the punishment of counterfeiters of trade-marks. And, 
finally, it was agreed to organize an " International Office of Industrial 
Property," to be maintained by funds appropriated by the contracting 
States, and placed under the high authority and supervision of the su- 
perior administration of the Swiss Confederation. The ratifications of 
the Governments were quickly exchanged, and, in conformity with the 
provision, the International Office was organized in Berne under the 
authority of the Swiss Government. 

To the recent Congress of Private International Law, of Montevideo, 
assembled in response to an invitation issued by the Governments of 
the Argentine Eepublic and the Eejiublic of Uruguay to the other 
nations of South America, is due the high honor of having been the 
first to acknowledge on this continent and solemnly establish the most 
wholesome ijrinciples of law for the solution of disputes arising from 
the difierences of the legislation of one country from that of another, 
and of establishing among these principles that of international pro- 
tection of literary, artistic, and industrial property. In the three 
treaties on literary and artistic copyright, on trade-marks, and on pat- 
ents, subscribed to by the representatives of the Argentine Republic, 
Bolivia, Brazil, Chili, Paraguay, Peru, and the Republic of Uruguay, 
who attended said Congress, your Committee on Patents and Trade- 
marks finds the principles set forth which, in its oi)inion, should be 
adopted throughout this continent, in order to assure and give effective 



PATENTS, TRADE-MARKS, AND* COPYRIGHTS. 5 

protection to the rights of literary, artistic, and industrial property 
acquired in any of the nations represented in this Conference. 

In the treaties referred to literary and artistic works, trade-marks, 
and patents of invention are clearly and precisely defined ; in the same 
manner are prescribed the rights of authors and artists, proprietors of 
trade-marks, and inventors, which the contracting powers guaranty and 
protect; the formalities to be observed in obtaining this protection and 
guaranty ; the limits of said rights, and the manner in which they may 
be exercised. All the conflicts on those subjects which may arise from 
diversity of legislation between the contracting States are settled by 
clear and precise provisions, which are formulated with all due respect 
to the sovereignty and laws of each State. Thus, for instance, in re- 
spect to literary and artistic copyrights it is provided that authors 
and artists shall enjoy the rights accorded them by the laws of the State 
in which the original publication or production of their works took 
place, but that no State is obliged to recognize such rights for a longer 
time than that allowed to authors who obtain the same right in that 
State. 

Eights to trade-marks granted in one country are recognized in the 
others, but with due regard to the laws of the latter; and to enjoy the 
right to an invention for which a patent has been obtained in any one 
of them it is necessary to have the patent registered in any other in 
which its recognition is asked for in the form prescribed by its laws. 
With regard to the duration of patents, the same principle is established 
which was previously mentioned in relation to literary and artistic 
copyrights, and it is moreover provided that the duration of the patent 
may be limited in each State to the period prescribed by the laws of the 
State in which the patent was first granted, if such period be the shorter. 
It is also provided that questions arising on the priority of invention 
shall be settled according to the date of the application for the respect- 
ive i)atents in the countries where they were granted. Finally, in all 
these treaties the principle is established that those who violate the 
rights of property therein recognized and guarantied can be legally 
arraigned only before the courts of the country in which the offense 
may have been committed. 

The Committee on Patents and Trade-marks begs leave to append to 
this report copies of the treaties of the Congress of Montevideo, above 
referred to. Being persuaded that by the formal adoption on the part 
of the nations here represented of the just principles embodied in those 
treaties, and by their enactment into positive law, the necessary pro- 
tection of the rights of literary, artistic, and industrial property will be 
secured, your committee respectfully submits the appended resolution 
to the consideration of the Conference. If the above-mentioned treaties 
are ratified by the subscribing nations, and are furthermore adopted by 
the Eepublics of Colombia, Ecuador, and Venezuela, which, although 
they approved the proposition to assemble said Congress, could not take 
part therein owing to the pressure of time, then those principles shall 
be the law in force on the subject in the whole of South America. In 
Central and Korth America they may likewise have equal authority if, 
in accordance with the stipulations of Article 6 of the additional proto- 
col of the South American Congress, the subscribing nations consent, 
as is to be expected, to the adoption of the treaties by those nations 
who were not invited to it, in the same form as those which, while ap- 
proving the proposal that it should assemble, took no part in its de- 
Uberations. 



6 PATENTS, TRADE-MARKS, AND COPYRIGHTS, 

RECOMMENDATIONS AS ADOPTED BY TKB CONFERENCE. 

Whereas the International American Conference is of the opinion that 
the treaties on literary and artistic property, on patents, and on trade- 
marks, celebrated by the South American Congress of Montevideo, 
fully guaranty and protect the rights of property which are the subject 
of the provisions therein contained ', 

Eesolved, That the Conference recommend, both to those Governments 
of America which accepted the proposition of holding the Congress, but 
could not participate in its deliberations, and to those not invited 
thereto, but who are represented in this Conference, that they adopt the 
said treaties. 



Appendix. 
tbeatt on litebabt and artistic coptbight. 

His Excellency, the President of the Republic of , etc., etc, having agreed to 

enter into a treaty on literary and artistic copyright through their plenipotentiaries 
in congress assembled, in the city of Montevideo, by invitation of the Governments 
of the Argentine Republic and of the Eastern Republic of Uruguay ; 

His Excellency, the President of the Republic of , being represented by Mr. 

, etc.; 

Who, after exhibiting their full powers, which were found in due form, and after 
the conferences and discussions necessary to the case, have agreed upon the following 
stipulations : 

Article I. 

The contracting States promise to recognize and protect the rights of literary and 
artistic property, according to the provisions of the present treaty. 

Article II. 

The author of any literary or artistic work, and his successors, shall enjoy in the 
contracting States the rights accortied him by the law of the State in which its orig- 
inal publication or production took place. 

Article III. 

The author's right of ownership in a literary or artistic work shall comprise the 
right to dispose of it, to publish it, to convey it to another, to translate it, or to au- 
thorize its translation, and to reproduce it in any form whatsoever. 

Article IV. 

No State shall be obliged to recognize the right to literary or artistic property for 
a longer period than that allowed to authors who obtain the same right in that State. 
This period may be limited to that prescribed in the country where it originates, if 
such period be the shorter. 

Article V. 

By the expression literary or artistic works is understood all books, pamphlets, or 
©ther writings, dramatical or dramatico-musical works, chorographies, musical com 
positions witli or without words, drawings, paintings, sculptures, engravings, photo- 
graphs, lithographs, geographical maps, plans, sketches, and plastic works relating to 
geography, topograpliy, architecture, or to sciences in general ; and finally every 
production the field of literature or art which may be published in any way by print- 
ing or reproduction. 

Article VI. 

The translators of works of which a copyright either does not exist or has expired 
shall enjoy with respect to their translations the rights declared in Article HI, but 
they shall not prevent the publication of other translations of the same work. 



PATENTS, TKADE-MAEKS, ANt) COPYRIGHTS. 7 

Article VII. 

Newspaper articles may be reproduced npon quoting the publication from which 
they are taken. From this provision articles relating to sciences or arts, and the re- 
production of which shall have been prohibited by the anthers, are excepted. 

Article VIII. 

Speeches pronounced or read in deliberative assemblies, before tribunals of justice, 
or in public meetings, may be published in the public press without any authoriza- 
tion whatsoever. 

Article IX. 

Under the head of illicit reproductions shall be classed all indirect, unauthorized 
appropriations of a literary or artistic work, which may be designated by different 
names as adaptations, arrangements, etc., etc., and which are no more than a repro- 
duction without presenting the character of an original work. 

Article X. 

'The rights of authorship shall be allowed, in the absence of proof to the contrary, 
in favor of the person whose names or pseudonyms shall be borne upon the literary or 
artistic works in question. 

If the authors wish to withhold their names, they should inform the editors that 
the rights of authorship belong to them. 

Article XI. 

Those who usurp the right of literary or artistic property shall be brought before 
the courts and tried according to the laws of the country in which the fraud may 
have been committed. 

Article XII. 

The recognition of the right of ownership of literary and artistic works shall not 
prevent the contracting States from preventing by suitable legislation the reproduc- 
tion, publication, circulation, representation, or exhibition of all works which may 
]^e considered contrary to good morals. 

Article XIII. 

The simultaneous ratification of all the contracting nations shall not be necessary 
to the effectiveness of this treaty. Those who adopt it will communicate the fact to 
the Governments of the Argentine Eepublic and the Eastern Eepublic of Uruguay, 
who will inform the other contracting nations. This formality will take the place of 
an exchange. 

Article XIV. 

The exchange having been made in the manner prescribed in the foregoing article, 
this treaty shall remain in force for an indefinite period after that act. 

Article XV. 

If any of the contracting nations should deem it advisable to be released from this 
treaty, or to introduce modifications in it, said nation shall so inform the rest ; but it 
shall not be released until two years after the date of notification, during which time 
measures wiU be taken to effiect a new arrangement. 

Article XVI. 

The provisions of Article XIII are extended to all nations who, although not repre- 
sented. in this Congress, may desire to adopt the present treaty. 

Wherefore, the plenipotentiaries of the nations enumerated sign and affix their seals 

to the foregoing, to the number of- exemplars, in the city of Montevideo, on the 

day of .the month of January, in the year 1889. 

[l. 8.] ' (Signatures.) 



PATENTS, TRADE-MARKS, .AND COPYRIGHTS. 



TEE ATT ON TBADE-MABKS. 

His Excellency, the President of the Republic of — — — , etc., etc., having agreed 
to enter into a treaty on trade-marks, through their plenipotentiaries in congress 
assembled in the city of Montevideo, by invitation of the Governments of the Ar- 
gentine Republic and of the Eastern Republic of Uruguay ; 

His excellency, the President of the Republic of , being represented by Mr. 

, etc.; 

Who, after exhibiting their full powers, which were found in due form, and after 
the conferences and discussions necessary to the case, have agreed upon the follow- 
ing stipulations: 

Article I. 

Any person to whom shall be granted in one of the contracting States the exclusive 
right to a trade-mark shall enjoy the same privilege in the other States, but with due 
respect to the formalities and conditions established by their laws. 

Articlk n. 

The ownership of a trade-mark shall include the right to use or to sell or otherwise 
convey it. 

Articm: ni. 

By trade-mark shall be understood the sign, emblem, or exterior motto which the 
merchant or manufacturer adopts and applies to his wares and products in order to 
distinguish them from those of other dealers or manufacturers trading in articles of 
the same character. 

To this class of marks shall belong those called trade devises, or designs, which 
by means of weaving or stamping are affixed to the product exposed for sale. 

Article IV. 

Counterfeits or alterations of trade-marks shall be prosecuted before the courts, 
according to the laws of the State in whose territory the fraud was committed. 

Abticle V. 

The simultaneous ratification of all the contracting nations shall not be necessary 
to the effectiveness of this treaty. Those who adopt it will communicate the fact to 
the Governments of the Argentine Republic and the Eastern Republic of Uruguay, 
who will inform the other contracting nations. This formality will take the place 
of an exchange. 

Article VI. 

The exchange having been made in the manner prescribed in the foregoing article, 
this treaty shall remain in force for an indefinite period after that act. 

Article VII. 

If any of the contracting nations should deem it advisable to be released from this 
treaty, or to introduce modifications into it, said nation shall inform the rest; but it 
shall not be released until two years after the date of notification, during which time 
measures will be taken to effect a new arrangement. 

Article VIII. 

The provisions of Article V are extended to all the nations who, although not rep- 
resented in this Congress, may desire to adopt the present treaty. 

Wherefore the Plenipotentiaries of the nations enumerated sign aud affix their seals 

to the foregoing to the number of exemplars, in the city of Montevideo, on the 

'- — day of the month of January, in the year 1889. ''" i 

[L. 8. J (Signatures.) 



PATENTS, TRADE-MARKS, AND COPYRIGHTS. 



TREATY ON PATENTS OF INVENTION 

His Excellency, the President of the Republic of , etc., etc., having agreed to 

enter into a treaty on patents of invention through their plenipotentiaries in congress 
assembled, in the city of Montevideo, by invitation of the Governments of the Argen- 
tine Republic and of the Eastern Republic of Uruguay ; 

His Excellency, the President of the Republic of . being represented by Mr. 

, etc. ; 

Who, after exhibiting their full powers, which were found in due form, and after 
the conferences and discussions necessary to the case, have agreed upon the following 
stipulations : 

Article I. 

Any person who shall obtain a patent or privilege of invention in any of the con- 
tracting States shall enjoy in all the others the rights of inventor, if within a year at 
the utmost he shall cause his patent to be registered in the form prescribed by the 
laws of the country in which he shall ask for its recognition. 

ARTiciJa: II. 

The duration of the privilege shall be that fixed by the laws of the country in which 
it is to take effect. This period may be limited to that prescribed by the laws of the 
State in which the patent was first granted, if such period be the shorter. 

Article III. 

Questions arising as to the priority of invention shall be settled according to the 
date of the request for the respective patents in the country where they were granted. 

Article IV. 

By invention or discovery shall be understood any new method, mechanical or 
manual apparatus, for the manufacture of industrial products ; the discovery of any 
new industrial product, and the application of perfected methods for obtaining results 
superior to any previously known. 

No patents shall be granted — 

(1) To inventions or discoveries already made public in any of the contracting 
States, or in others not bound by this treaty. 

(2) To those contrary to good morals or to the laws of the country in which the 
patents are to be issued or recognized. 

Article V. 

The rights of the inventor shall include that of enjoying the use of his invention 
and of transferring it to others. 

Article VI. 

Those persons interfering in any way with the rights of the inventor shall be pros- 
ecuted and punished according to the laws of the country in which the offense may 
be committed. 

Article VII. 

The simultaneous ratification of all the contracting nations shall not be necessary 
to the effectiveness of this treaty. Those who adopt it will communicate the fact to 
the Governments of the Argentine Republic and the Eastern Republic of Uruguay, 
which will inform the other contracting nations. This formality will take the place 
of an exchange. 

Article VIII. 

The exchange having been made in the manner prescribed in the foregoing article, 
this treaty shall remain in force for an indefinite period after that act. 

S. Ex. 177 2 -0 



10 PATENTS, TRADE-MARKS, AND COPYRIGHTS. 

Article IX. 

If any of the contracting nations should deem it advisable to he released from this 
treaty, or to introduce modifications in it, said nation shall so inform the rest ; but 
it shall not be released until two years after the date of notification, during which 
time measures will be taken to effect a new arrangement. 

Aeticle X. 

The provisions of Article VII are extended to all nations who, although not repre- 
sented in this Congress, may desire to adopt the present treaty. 

Wherefore the plenipotentiaries of the nations enumerated sign and affix their seals 

to the foregoing to the number of examplars, in the city of Montevideo, on the 

.day of the month of January in the year 1889. 

[l. 8.] (Signatures.) 



INTERNATIONAL AMERICAN CONFERENCE. 



REPORT AND RECOMMENDATIONS 



CONCERNHfG- AN 



UNIFORM SYSTEM OF WEIGHTS 
AND MEASURES. 



51st Congress, ) SENATE. j Ex. Doc 

1st Session, i ( No. 181. 



MESSAGE 

FROM THE 

PRESIDENT OF THE UNITED STATES, 

TRANSMITTING 

A letter of the Secretary of State, with a report of the International Amer- 
ican Conference on the subject of weights and measures. 



Jui^Y 12j 1890. — Keacl, referred to the Committee on Foreign Relations, and ordered to 

be printed. 



WEIGHTS AND MEASURES. 



To the Senate and House of Representatives : 

I transmit herewith a letter from the Secretary of State, inclosing a 
copy of the Eeport upon Weights and Measures adopted by the Interna- 
tional American Conference, recently in session at this capital, 

Benj. Harrison. 

Executive Mansion, July 12, 1890. 



Department of State, 
Washington, July 12, 1890. 
The President : 

I have the honor to transmit herewith a copy of the Report on Weights 
and Measures as unanimously adopted by the International American 
Conference. This report, as will be seen, recommends the adoption by 
the United States of the metrical decimal system of weights and meas- 
ures, which is now in use by the Governments and people of all the 
other American Eepublics and most of the nations of Europe, and which 
is already authorized by the laws of the United States. The adoption 
of this system in the customs service would, it is believed, greatly pro- 
mote the public convenience, and I beg leave to submit, for the consid- 
eration of Congress, the draught of a bill for that purpose. 

EespectfuUy submitted. 

James G. Blaine. 



a bill to authorize the use of the metric system of weights and measnres in the 
customs service of the United States. 

Be it enacted by the Senate and House of Representatives in Congress as- 
sembled, That from and after the first of July, 1891, the metric system 
of weights and measures, authorized by the act of Congress approved 
July 28, 1866, shall be used exclusively in the customs service of the 
United States. 



2 METKIC SYSTEM OF WEIGHTS AND MEASURES. 

INTERNATIONAL AMERICAN CONFERENCE. 

REPORT ON WEIGHTS AND MEASURES. 

To the Ronorable the International Conference : 

The committee appointed by the honorable president to inquire into 
the advisability of the adoption, by all the nations here represented, of 
a uniform system of weights and measures, have the honor to submit 
the following report : 

The need of establishing a unit of comparison for everything suscepti- 
ble of being weighed or measured was doubtless recognized from the 
remotest antiquity ; or rather from the time when, the right of owner- 
ship being acknowledged, the bartering or exchange of commodities be- 
came a definitely established practice. 

History shows that this unit of comparison was generally some portion 
of the human body. 

The Hebrews, as well as the Carthaginians, Phcenicians, and Egyp- 
tians, had, as their prmcipal measure of length, the foot. 

Later, the Greeks and Komans added to the number of their measures 
the finger, the thumb or inch, the palm, the fathom, the pace, the double- 
pace, etc., the names of which indicate the source whence they are de- 
rived. 

These are the measures which even after the lapse of centuries have 
been in use in the greater number of civilized nations. 

But as the human body varies so much in size the measures adopted 
from it are necessarily arbitrary. At the present day even the learned 
are not agreed about the exact length of the Greek and Eoman foot, 
being divided in their opinions among various estimates. 

It is evident, then, that such a standard of measurement has not and 
can not have a constant and uniform basis even at a given period, and 
still less at different times, or with reference to different races at the 
same time. 

Such considerations induced the Constituent Assembly of France, in 
the last decade of the eighteenth century, to adopt as the basis of a 
system a simple and invariable dimension susceptible of ascertainment 
at all times. 

So, by decree of May 8, 1790, upon the motion of Mr. Talleyrand, it 
was ordered that a commission composed of French savants, to be ap- 
pointed by the Academy, should be charged with ascertaining the length 
ot a simple pendulum which would mark a second at the level of the 
sea in latitude 45°. The same decree provided that the Government 
should request the King of England to appoint a committee from the 
Eoyal Society of Loudon to co-operate with the French commission with 
a view to establishing a common system of weights and measures, and 
recommending its use to the other nations. 

The French delegates, nominated by the Academy, were Lagrange, 
Laplace, Monge, and Condorcet. The English Government declined 
to co-operate, assigning as a reason the political contentions then agi- 
tating France. 

The French commission, departing from the original programme, 
which contemplated chiefly the determination of a pendulum vibrating 
seconds, considered the question whether it would not be better to take 
as a unit of length a fraction of the earth's meridian. This idea hav- 
ing been adopted, for fear that there would else be difficulty in securing 



METRIC SYSTEM OF WEIGHTS AND MEASURES. 3 

for the new system the approval of those nations whose territory was not 
intersected by the 45th degree, the commission on the 17th of March, 
1791, presented to the National Assembly a report in which it proposed 
to adopt as a fundamental unit the towoFo s- of ^ quarter of the earth's 
meridian, and to give to this unit the name of meter. In accordance 
with these recommendations, Mechain andDelambre were charged with 
the delicate problem of measuring the arc of the meridian included 
between Dunkirk and Barcelona. Mechain and Delambre found the 
quarter of the meridian equal to 5,130,740 toises, which result was 
adoi)ted by the legislative bo,dy on the fourth Messidor of the year VII 
(June 22, 1799). 

The same measure of length served also as a basis for establishing 
the unit of weight called a gram, adopted by the law of the eighteenth 
Germinal, year III. This is the weight, in a vacuum, of a cubic centi- 
meter, of distilled water, taken at its maximum density, which corre- 
sponds to the temperature of 4P centigrade above zero. 

The expressive nomenclature with its concise prefixes, the ascending 
and desc^ending series of multiples and submultiples, and the facility 
with which it lends itself to decimal calculation, make this simple and 
admirable system the only one worthy of universal adoption by civilized 
nations. 

In fact, in 1873 an international commission, known as "The [Inter- 
national] Metric Commission," met in Paris, with a view to agreeing 
upon the adoption of a universal system of measures. England, Eussia, 
Austria, Germany, Bavaria, Wiirtemberg, Switzerland, Italy, Spain, 
Portugal, Belgium, Holland, Sweden, Denmark, Turkey, the United 
States, and several of the Spanish American Eepublics were represented 
by distinguished scientific men. After careful deliberation they aban- 
doned the idea which had been entertained, of a new measurement of 
the earth's meridian, recognizing the fact that such an undertaking 
would be attended with great difticuities, and could yield only uncertain 
results, and they agreed to adopt the French meter, the standard of 
which is preserved in the French archives.* 

The same decision was taken with regard to the kilogram as the unit 
of weights. 

The commission also recommended certain necessary precautions for 
securing the accuracy of the standard meter according to the dimensions 
fixed upon. 

Finally, a convention for securing the international unification and 
perfection of the metric system was signed in Paris on the 20th of May, 
187o, which convention was ratified by the Governments of the follow- 
ing nations : Switzerland, Germany, Austria-Hungary, Argentine Re- 
public, Denmark, Spain, Italy, Peru, Portugal, Belgium, Brazil, United 
States, France, Eussia, Sweden and Korway, Turkey, and Venezuela. 

The followiug gave their adhesion afterwards : Servia, in 1879 ; 
Eonmania, in 1882 ; Great Britain, in 1884 ; and Japan in 1885. The 
Eepubiics of Chili, Colombia, Equador, Bolivia, Costa Eica, Mexico, 
Salvador, and Uruguay have also adopted that system. 

In a recent lecture delivered before the Academy of Sciences at 
Paris, M. de Malarce said : 

Tliat in 1877 the use of the metric system was obligatory in various parts of tlie 
globe, that system heiug the one employed by 302,000,000 persons ; that in the course 
of ton years it i;a<l been adopted by 53,000,000 more; that in the same year, 1877, 
various countries coutaiaing a population of 97,000,000 voluntarily adopted the use 

* In the International Metric Bui'eau, which seventeen natione coEtribntf> to eup- 
port and dirsot. 



4 METRIC SYSTEM OF .WEIGHTS AND MEASURES. 

of this system ; that it was also legaDy admitted in Russia, Turkey, and British India 
which had, the same year, 1877, a population of 395,000,000, thus receiving in ten 
years an addition of 545,000,000. In China, Japan, and Mexico the decimal system 
prevails, but not the metric. This last has been adopted and legally recognized 
by 794,000,000 souls, and the decimal system is in use among 470,000,000 of inhabit- 
ants in the three countries last named. So that only 42,000,000 persons exist who 
reckon according to the ancient systems of weights and measures, and who do not 
recognize the metrico-decimaL 

Eecently the United States Government received official fac-similes 
of the meter and kilogram agreed upon in the International Metrical 
Conference, held in Paris in September of last year, and the boxes con- 
taining them were officially opened on the 2d instant at the Executive 
Mansion in the presence of the President of the Republic and other 
functionaries, and certain distingished personages specially invited for 
the ceremony. 

RECOMMENDATION AS ADOPTED BY THE CONFERENCE. 

The advantages which the metrico-decimal system offers being so 
evident, and that system having been already adopted by so consider- 
able a number of nations, your committee recommend the adoption of 
the following : 

Resolved, That the International American Conference recommends the adoption of 
the metrical decimal system to the nations here represented which have not already 
adopted it. 



INTERNATIONAL AMERICAN CONFERENCE. 



REPORT AND RECOMMENDATIONS 



CONCERNING A 



UNIFORM SYSTEM OF PORT DUES. 



24 



61st Congress, ) SENATE. f Ex. Doc. 

1st Session, f (No. 182. 



MESSAGE 

FKOM THE 

PRESIDENT OF THE UNITED STATES, 

TRANSMUTING 

A report of the International American Conference relative to a proposed 
uniform system of port dues and consular /ees. 



July 14, 1890. — Eead, referred, to the Committee on Foreign Eelations, and ordered 

to be printed. 



To the Senate and House of Eepresentatives : 

I transmit herewith a letter from the Secretary of State, inclosing 
the recommendations of the International American Conference, re- 
cently in session at this capital, concerning a uniform system of port 
dues and consular fees to be adopted by the several American Eepub- 
lics, to which I invite your attention. 

Benj. Harrison. 
Executive Mansion, 

Washington, July 14, 1890. 



Department of State, 

Washington, July 14, 1890. 
The President: 

The International American Conference, recently in session at this 
capital, made some important suggestions for the consideration of the 
several Governments represented, looking to the reduction and simplifi- 
cation of port charges and consular fees. Copies of the reports are here- 
with submitted, with the hope that you will deem them worthy to be 
transmitted to Congress, for such action as may be thought advisable. 

EespectfuUy submitted, 

James G. Blaine. 



2 UNIFOEM SYSTEM OF POET DUES AND CONSULAR FEES. 

INTERNATIONAL AMERICAN CONFERENCE. 

Eeports on Poet Dues. 

I. 

The committee, after duly considering the various suggestions which 
have been offered, and also the difficulties raised by certain of the dele- 
gations to fixing at present any one common and uniform rate of port 
dues in all the nations represented in the Conference (on account of the 
special conditions at present prevailing in the ports of several of said 
nations in respect to the services for which the charges are made) ; 
and desiring to approach as closely as possible to uniformity, while it 
is impracticable completely to abolish the charges now imposed upon 
vessels in the shape of such dues, has the honor to submit the following 
report : 

EECOMMEDATIONS AS ADOPTED BY THE CONFEEENCE. 

The International American Conference hereby resolves to recom- 
mend to the Governments therein represented : 

First. That all port dues be merged in a single one, to be known as 
tonnage dues. 

Second. That this one charge shall be assessed upon the gross ton- 
nage, or, in other words, upon the total carrying capacity of the vessel. 

Third. That each Government fix for itself the amount to be charged 
as tonnage dues, but with due regard to the general policy of the Con- 
terence upon the subject, which is to facilitate and favor navigation. 

Fourth. That there be excepted from the provisions of Article I the 
dues charged or to be charged under unexpired contracts with private 
companies. 

Fifth. That the following shall be exempt from tonnage dues : 

1. Transports and vessels of war. 

2. Vessels of less than 25 tons. 

3. Vessels which by any unforeseen and irresistible cause shall be 
compelled to put into port, deviating from their course. 

4. Yachts and other pleasure boats. 



n. 

On Consular Fees. 

The honorable Conference has instructed this committee to consider 
and propose the most adequate manner of establishing a uniform sys- 
tem of consular fees. 

The comparative study of the regulations which the committee has been 
able to examine, has led it to the conclusion that within the limits as- 
signed to it, the desired result could only be secured in a partial and 
incomplete manner. 

Inasmuch as the fees or compensation allowed to consuls depends 
upon the nature of the services they render, it is necessary that the acts 
of the consular agents of the different nations represented in the Con- 



UNIFORM SYSTEM OF PORT DUES -AND CONSULAR FEES. 3 

ference be of the same nature in order that the fees charged by them 
may be equal and uniform. 

It is this prerequisite which is lacking in the present consular regu- 
lations. 

With the exception of acts specially referring to navigation and com- 
merce, respecting which it would be very easy to establish a uniformity 
of fees, there are many acts which either only exist in the rules of one 
of the nations here represented, or else differ in detail or manner of 
classification so as to prevent the fixing of the amount of the fee. 

Tour committee does not consider it impossible to establish identical 
regulations for the consular agents of American nations j but since on 
the one hand we have not believed ourselves authorized to undertake it, 
in view of the scope of our instructions, and on the other, it is probable 
that the time remaining which the honorable delegates can devote to 
the various subjects submitted to their consideration would not suffice 
for the careful study required by a matter of that nature, we have 
thought it preferable, with a view to obtaining a precise result, to offer 
the following resolution : 

EECOMMENDATION AS ADOPTED BY THE CONFBEENOE. 

Resolved, That the Governments represented in the Conference be recommended to 
prepare a uniform classification of the acts requiring the intervention of consular 
agents, fixing the maximum fees which should properly attach to each one of such 
acts, especially those relating to commerce and navigation. 



INTERNATIONAL AMERICAN CONFERENCE. 



REPORTS AND RECOMMENDATIONS 



CONCERNING A 



UNIFORM CODE OF INTERNATIONAL LAW. 



51ST Congress, > SENATE. ( Ex. Doo. 

1st Session, i \ No. 183. 



MESSAGE 

FROM THE 

PRESIDENT OF THE UNITED STATES, 

TRANSMITTING 

A report of the International American Conference touching a uniform 
code of International Law. 



July 14, 1890. — Read, referred to the Committee on Foreign Relatione, and ordered to 

be printed. 



To the Senate and House of Representatives: 

I transmit herewith a letter from the Secretary of State, inclosing the 
recommendation of the International American Conference with refer- 
ence to the adoption by the American Eepublics of a uniform code of 
international law, to which your attention is respectfully directed. 

Benj. Harrison. 
Executive Mansion, 

Washington^ July 14, 1890. 



Department of State, 
Washington, July 14, 1890. 
The President : 

I have the honor to hand you a copy of a report on international law 
adopted by the International American Conference recently in session at 
this capital . The diversity of legi slation by the several nations respecting 
property rights, contracts, partnerships, debt, marriage, dowry, inherit- 
ance, wills and bequests, the age of majority, the conveyance of prop- 
erty, the legalization of documents, and other civil and commercial 
transactions has been the source of great annoyance and expense to citi- 
zens of one nation who happen to be residing in another. 

At the conference of the South American nations, in session at 
Montevideo from August, 1888, to February, 1889, careful study was 
bestowed upon this subject, resulting in the formation of a code of civil 
and commercial law, which has already been ratified by several of the 
Eepublics of the southern continent, namely, Bolivia, Brazil, Chili, 
Paraguay, Peru, Uruguay, and the Argentine Eepublic. 

The recent Conference commends this code to the consideration of the 
Governments which have not given it their sanction, and the same is 
forwarded for the information of Congress 



2 UNIFORM CODE OF INTERNATIONAL LAW. 

I also forward herewith, for the information of Congress, supplement- 
ary reports from the Committee on International Law — 

(A.) On the subject of claims and diplomatic intervention, 

(B) On the navigation of rivers, 
with recommendations in which the delegates on the part of the United 
States could not concur, and a majority report setting forth the grounds 
of their objection ; also a rejoinder by the delegate from Ecuador to 
such minority report. 

EespectfuUy submitted. 

James G. Blaine. 



INTERNATIONAL AMERICAN CONGRESS. 

BEPOBTS ON INTEBNATIONAL LAW. 
I. 

ON CIVIL AND COMMERCIAL LAW. 

The Committee on International Law, whose duty it is to propose 
uniform rules of private international law concerning civil and commer- 
cial matters and the legalization of documents, has now the honor to 
submit for the consideration of the honorable delegates the result of 
its studies and deliberations. 

Though uniformity of rules in matters of private international law 
was not specifically and expressly named in the act of Congress convok- 
ing this Conference as one of the subjects to be treated in the latter, 
there is no doubt that it falls legitimately within the scope and nature 
of those subjects, since such uniformity would most directly tend to pro- 
mote prosperity and stability in the mutual relations of the various 
States of America. If the difficulties of communication, the differences 
to be found in the organization and the rules of the respective custom - 
houses, and even the diversity of weights and measures, are obstacles 
to the attainment of the desired end — that is, the greatest practicable 
unification and harmonization of the people of these States — a no less 
important obstacle is that which arises out of conflicts of law upon mat- 
ters of daily occurrence and constant application. To facilitate the 
movement among these communities it is not only expedient but indis- 
pensable to endeavor to remove such obstacles. 

Private international law is that branch of law which has the most 
direct, immediate, and intimate bearing upon the person, the family, 
and property ; or, in other words, upon the three precious elements 
characterizing man in his social aspect. Yainly would we offer to any 
individual all the inducements of rapid, convenient, and cheap com- 
munication, or of similarly favorable conditions in matters of port dues, 
custom-houses, and money, if other subjects which are to him of the 
greatest moment, concerning either his personal rights, his authority 
and position in his family, or his powers and privileges in regard to his 
property, remain in doubt. Uniformity of rules in private international 
law would tend to remove this uncertainty, the consequences of which 
are the more to be feared as the union brought about by a more active 
and fruitful commercial intercourse grows closer and more intimate be- 
tween the nations. 

The ideal, no doubt, is an absolute and complete uniformity of legis- 



TTNIFORM CODE OF INTERNATIONAL LAW. 3 

lation, at least upon those points on which conflicts may arise. But as 
this can not at i)resent be hoped for, we must at least provide a definite 
and safer rule by which such conflicts may be settled as they arise. In- 
asmuch as every nation, whether great or small, is entirely free to 
adopt for itself such institutions and laws as it may deem best calcu- 
lated to supply its needs or to meet the circumstances which surround 
it, it of course happens that the differences of legislation exhibited by 
them are sometimes striking. 

By virtue of the sovereignty of those States each of them has the in- 
disputable right to enforce its laws within the limits of its territory and 
with respect to its own citizens. But when the case is that of foreign- 
ers within its territory, or of the citizens of the State in foreign territory, 
then there has to be considered, besides the law of the State itself, the 
law of the foreigner's nation, or the law of the place in which the citizen 
finds himself. Supposing that these laws difler, as they may, in view 
of the diversity of conditions and circumstances of each sovereign State, 
the necessity will be felt, urgently and imperatively, of some established 
principle by which the matter should be set at rest. If the nations 
were to live in entire isolation, if they were neither to admit foreigners 
into their territory nor to allow their citizens to enter foreign territory, 
if there were to be no commerce, navigation, or communication, or if the 
laws relating to civil and commercial life were everywhere the same, no 
diflQculty whatever would be encountered. But, as already stated, the 
facts are that the laws are, and for a long time will continue to be, di- 
verse ; and furthermore, that nations do not live, nor ought nor wish to 
live, in isolation, and that, quite to the contrary, the independent States 
of America have gathered together here to discuss, through their lawful 
representatives, those measures which, in their opinion, may be the 
safest and most efficacious for promoting the closest and most intimate 
union whieh their independence and their true interests may possibly 
allow. 

If, for instance, the law of North America fixes the age of twenty one 
years as the full legal age, and in any of the Spanish- American repub- 
lics it is the rule that full legal age is not reached until the age of 
twenty-five, it is necessary to have some standard for deciding whether 
a Spanish- American citizen is of full age here at twenty-one, or if a 
North American there must wait to be twenty five in order to be con- 
sidered as of full age. If marriage is entered into here with certain 
solemnities, and there the form and the solemnities are different, it is 
necessary to decide whether parties entering into the contract of mar- 
riage in their territory according to the laws of their own nationality 
are or are not entitled to have such marriage treated as valid every- 
where ; and it is necessary also to decide whether a foreigner here, or a 
North- American out of the United States, must in his marriage observe 
the formalities of the law of his own country or the formalities of the 
place in which it is celebrated. If a marriage entered into in one re- 
public may by the laws of the latter be dissolved and the parties to 
such marriage go to live in another republic whose laws declare the 
contract indissoluble, or vice versa, it is necessary to know how to de- 
cide whether the marriage in question may or may not be dissolved. 
If, according to the law of the place in which the marriage is celebrated, 
the wife has power to manage her property and freely administer it, and 
according to the law of the place to which the parties move and in* 
which they live, the wife has not this power, but the husband is the 
legal administrator, it is urgent to determine what rule shall govern in 
case of controversy. K the order of succession is different ; if in one 



4 UNIFORM CODE OF INTERNATIONAL LAW. 

place inheritance is a matter of right and in another the property may 
be freely disposed of by will ; if the effects of contracts are different ; 
if the methods of entering into partnerships or other commercial rela- 
tions are not the same, or if the consequences thereof are different ; if 
the form and effects of a bill of exchange or any other commercial paper 
are different, it is imperative that some rule should exist for settling 
such questions as may arise. 

These ordinary instances, which might be indefinitely multiplied 
in every branch of civil and commercial law, and further complicated 
by questions as to what law applies to property found in one territory, 
when the owner is a foreigner, plainly demonstrate the necessity of 
certain rules for the determination of such controversies. These differ- 
ences are due, as before said, to the sovereignty of the different 
States manifesting itself in diversities of legislation ; but they ought, 
nevertheless, to be made to disappear by the harmonious action of the 
sovereignties themselves, in pursuance of their laudable desire to avoid 
all occasion of troubles or disputes among them. 

Down to the present time all these conflicts have been decided ac- 
cording to doctrines held by writers on private international law, based 
on a philosophic study of the nature and bearing of the laws affecting 
the mutual relations of nations. But, although the progress already 
achieved in this branch is unquestionably great, and although the writ- 
ings of Foelix, Fiore, Calvo, Eiquelms, Wheaton, Story, Wharton in 
his work on the Conflict of Laws, Dudley Field in the draft of a Code 
of International Law, and very many others, whose mention would in- 
volve too great prolixity, have thrown considerable light upon all these 
subjects, their opinions, however, do not always agree upon important 
points, nor possess the binding force or the solemn authority which only 
can be imparted by the voluntary, express, and concerted recognition 
which a treaty gives. To secure this recognition would certainly be a 
very great step towards obtaining union, and the committee feels that 
it is its duty to set forth what are the reasons why, in spite of these 
considerations, it has been restrained from attempting, definitively and 
at once, anything in that direction, as it would very strongly have de- 
sired to do. 

As all matters of private international law are intimately and neces- 
sarily connected with pointsofmunicipal law and technical jurisprudence 
and as the present Conference was not intended to be a congress of 
jurists, the committee has feared that some of the honorable members 
of the Conference would not feel authorized or disposed to enter upon 
discussions of law and undertake the study of the numerous provisions 
which would necessarily form part of any complete code of private in- 
ternational law on civil and commercial matters. Nor could the com- 
mittee content itself, especially since elsewhere, as in Lima and Monte- 
video, such elaborate and accurate conclusions have been reached, with 
submitting for the approval of the Conference some five or six general 
and more or less indefinite principles, such as ordinarily form the basis 
and foundation of the doctrines and conclusions of the writers of treat- 
ises, because this would have had no practical effect or consequence, 
and would have left the subject in the same condition of vagueness and 
uncertainity that it was before. For these reasons the committee has 
had recourse to a plan which, in its judgment, not only avoids diflficul- 
• ties, but affords the best guaranties of certainty and the greatest proba- 
bility of our securing safe and useful practical results. 

The formulation of a code of private international law on civil and 
commercial matters would certainly require more time and attention 



UNIFORM CODE OF INTERNATIONAL LAW. 5 

than can now be given to it, inasmuch as this is not the only subject 
with which the Conference has to deal, there being, in addition, many 
others of importance. Its discussion, furthermore, would be the work 
of many months, and this too, without there being any certainty that 
the end aimed at would be reached, because owing to the complexity of 
the subject and to the number and closeness of its relations to the in- 
ternal legislation of each country, it would not be easy to form off-hand 
an accurate conception of what the common interests demand. Fortu- 
nately, the committee has found ready to its hand as distinguished and 
complete a presentation of the subject as could be desired. That pre- 
sentation is embodied in the Treatise of Civil and Commercial Law 
sanctioned by the South American Congress of Private International 
Law of Montevideo, which opened on the 25th of August, 1888, and 
closed on the 18th of Februarj", 1889. The amplitude of the discus- 
sions in that Congress, the minute and careful study of every point and 
detail involved, the intelligent consultation and laborious study which 
the reports and discussions show to have been bestowed upon the 
works of the most distinguished European and American writers, the 
just appreciation with which it has met, and, above all, the circum- 
stance — so clearly entitled to great weight — that it has already secured 
the adhesion of seven of the American nations, have powerfully influ- 
enced the judgment of the committee in favor of embodying the work 
in question as the substance of what is to be recommended. 

Had it not been for the reasons above indicated, in view of the wide 
scope of the said treaties, which the honorable members of the Confer- 
ence already know — comprising, as they do, all matters of civil and 
commercial law — and had it not been, furthermore, for certain special 
obstacles which would prevent the delegation of the United States of 
America from adopting the suggestion, the committee would have sim- 
ply suggested a recommendation to be made to the Governments repre- 
sented in this Conference to adopt the treaties in question. But (the 
committee repeats) in view of them, and in view especially of the prob- 
ability that some of the honorable delegates might feel bound, before 
indorsing such a recommendation, to go through a detailed personal 
study of the said treaties, and, perhaps, an examination and discussion 
of every one of the articles thereof, which would occupy the attention of 
the Conference for many months, it has decided not to go so far in tbe 
resolution to be submitted. That resolution accordingly embodies only 
the suggestion that the Conference recommend to the various Govern- 
ments represented therein which have not already adopted the Treaties 
of Civil and Commercial Law formulated by tbe Congress of Private 
International Law at Montevideo that they examine the said treaties in 
such manner as thej'^ may deem most convenient, and, within one year 
from the closing of this Conference, announce whether they accept the 
same, and if they do, whether such acceptance is absolute or with re- 
strictions or modifications. 

The committee believe that by this plan undue haste is avoided in 
taking final action upon matters so delicate and important ; and that, 
while in this way a sufiicient time is afforded to each Government for 
making, in such manner as it shall deem best, an examination of the 
said treaties and for deciding as to the expediency of adopting them, 
or as to the necessity for modifications thereof, there is also presented 
a safe and definite foundation in a work already accomplished, and 
which, to the other sanctions which it presents, joins that of its being 
already the law of a considerable number of American nations. 



6 UNIFORM CODE OF INTERNATIONAL LAW. 

It is possible — nay, probable and almost certain — that on a separate 
examination of some of the provisions of those treaties there may be 
found a formula which, in respect of expression or even of substance, 
would constitute an improvement upon those provisions; but the work 
ought to be considered as a whole, without losing sight of the fact that 
in these matters what is to be hoped for is not perfection in all the de- 
tails, but the best result upon which the majority can unite without se- 
rious inconvenience to any. In this is found another reason for leaving 
to the Governments the examination of these treaties taken together, 
inasmuch as they would feel more at liberty to exercise their lull au- 
thority in passing upon this or that point which here might give occa- 
sion now and then to the most serious scruples. They alone, further- 
more, could, after thorough and adequate study, accurately estimate 
the importance, scope, and consequences of the changes which would 
have to be made in internal legislation and the greater or less practi- 
cability of those changes. 

The committee believes thus that the resolution which it submits, 
while it may prove productive of very beneficial results, can not be said 
unduly to compromise the responsibility of the honorable delegates. It 
has this, furthermore, in its favor, that even in the improbable contin- 
gency that one or more of the Governments represented shall fail to 
adopt the treaties in question, this would not prevent their adoption by 
the others ; so that though it would not then constitute the private in- 
ternational law of all America, it might at least constitute that of a 
great many of the American nations. And it has this further advan- 
tage, beside, that it does not leave the subject to await the assembling 
of another conference, but leaves it to each Government to announce, in 
the way specified and independently of the others, its own adoption of 
the said treaties. The committee thinks, too, that it does not transcend 
its proper functions in suggesting that the recommendation be made to 
embrace the treaty concerning judicial procedure, it being a necessary 
complement of the others and the solemn expression of the form in 
which are to be made available those lawful actions open to each indi- 
vidual in civil and commercial matters. 

With respect to the legalization of documents, the committee believes 
that the simplest and most philosophical principle is that adopted by 
the same Congress — to leave the formalities to the law of the country in 
which the document originates, and require only authentication by the 
diplomatic or consular agent accredited to the country or place of ex- 
ecution by the Government within whose territory the paper is to have 
effect. 

In view of all of which the committee submits to the Conference the 
following resolutions : 

THE KEOOMMENDATIONS AS ADOPTED. 

Resolved, That theGovernmentsrepresentedin this Conference, which 
as yet have not acceded to the treaties of private international law, 
civil law, commercial law, and law of proceedings adopted at the Con- 
gress which met at Montevideo on the 25th of August, 1888, be, and 
they are hereby, recommended to cause said treaties to be studied, so 
as to render themselves able, within the year, to be counted from the 
date of the termination of the labors of this Conference, to declare 
whether they do or do not accept the said treaties, and whether their 
acceptance of the sane is absolute or qualified by some amendments or 
restrictions. 



UNIFORM CODE OF INTERNATIONAL LAW. 7 

Resolved further, That the Governments represented in this Confer- 
ence be, as they are, recommended to adopt in the matter of legalization 
of documents the principle that a document is to be considered duly 
legalized when legalized in accordance with the laws of the country 
wherein it was made ov executed ; and authenticated by the diplomatic 
or consular agent, accredited in the nation or locality where the docu- 
ment is executed, by the Government of the nation in which the docu- 
ment is to be used. 



Appendix No. 1. 

treaty on international civil law. 

[As approved by the South American Congrefts at Montevideo on February 1, 1889.] 

Title I. — Of persons. 

Article 1. 

The legal capacity of persons shall be governed by the laws- oftheir domicile. 

Article 2. 

Change of domicile shall not disturb the legal capacity acquired by emancipation, 
majority, or judicial authorization. 

Article 3. 

The State as a corporate body is competent to acquire rights a nd to contract obli- 
gations within the territory of another State, subject to the laws of the latter. 

Article 4. 

The existence and legal capacity of private corporations shall be governed by the 
laws of the country granting their charter. 

The powers with which they are invested gives them full authority to exercise, 
out of their place of incorporation, all such acts and rights as are incidental to them. 

lu the exercise of acts included in the special purpose oftheir incorporation, how- 
ever, they shall be subject to the provisions established by the State within whose 
territory they intend to exercise said acts. 

Title II.— 0/ the domicile. 

Article 5. 

The law of the place of residence of a person shall determine the requirements 
necessary to constitute a domicile of said residence. 

Article 6. 

Parents, guardians, and curators shall be considered as domiciled in the State 
whose laws govern the discharge of their duties. 

Article 7. 

The domicile of persons who labor under legal disabilities shall be that of their 
legai representatives. 

Article 8. 

The domicile of husband and wife shall be that which the couple have adopted, 
and in default of such adoption, their domicile shall be that of the husband. 

The domicile of the wife lawfully separated shall be that of the husband until she 
shall adopt another. 



8 UNIFORM CODE OF INTERNATIONAL LAW. 

Article 9. 
Persons ■without specified domicile shall have the same in their place of residence. 
Title III. — Of absence. 

Article 10. 

The legal eftects of a judgment of absence, as regards the property of the absentee 
shall be determined by the law of the place wherein the property is situated. 

The other legal relations of the absentee shall continue to be subject to the law 
which previously governed them. 

Title IV. — Of marriage. 
Article 11. 

The capacity of persons to contract marriage, the formalities, the continuance, and 
the validity thereof shall be governed by the law of place where the contract is en- 
tered into. 

The contracting States, however, shall not be bound to recognize a marriage cele- 
brated in one of them, should any of the following impediments exist : 

(a) Want of age on the part of the contracting parties, it being required that the 
man be fully fourteen years and the woman twelve years of age. 

(6) HelationsMp in direct line by consanguinity or by affinity, either legitimate or 
illegitimate. 

(c) EelationsMp between legitimate or illegitimate brothers and sisters. 

(d) Killing by any one, either as principal or accomplice, of one of the married par- 
ties for the purpose of marrying the survivor. 

(e) Former marriage not lawfully dissolved. 

Article 12. 

The rights and duties of married parties in everything concerning their personal 
relations shall be governed by the laws of the matrimonial domicile. 

Should the married parties change their domicile, the said rights and duties shall 
be governed by the law of their new domicile. 

Article 13. 

The law of the matrimonial domicile shall govern : (a) Legal separation of the 
parties. (6) Dissolution of the marriage tie; provided that the grounds alleged be 
sufficient under the law of the place where the marriage took place. 

Title V. — Of the paternal power. 

Article 14. 

The paternal power in so far as it refers to personal rights and duties shall be gov- 
erned by the law of the place where it is exercised. 

Article 15. 

Eights acquired by virtue of the paternal power by fathers over their children's 
property, as well as the alienation thereof and other acts affecting it, shall be gov- 
erned by the law of the State wherein the said property is located. 

Title YI.— Of filiation. 

Article 1&. 

The law governing the marriage contract shall determine the legitimate filiation 
and the legitimation by subsequent marriage. 

Article 17. 

Questions concerning the legitimacy of the filiation which do not refer to the valid- 
ity or nullity of the marriage shall be governed by the law of the conjugal domicile 
at the time of the child's birth. 



tlNIFOEM CODE OF INTERNATIONAL LAW. 9 

Abticle 18. 

The rights and duties incident to illegitimate filiation shall be governed by the law 
of the State wherein they must be exercised. 

Title VH. — Of guardianship and curatorship. 

Article 19. 

Th6 appointment to a guardianship and curatorship shall be governed by the law 
of the place of domicile of the persons who are legally incompetent. 

Article 20. 

A person appointed as guardian or curator in one of the contracting States shall be 
recognized as such in all the others. 

Article 21. 

Guardianship and curatorship shall be governed by the law of the place of appoint- 
ment, as regards the rights and duties incident to the office. 

Article 22. 

The authority of guardians and curators over the property of persons legally in- 
competent, located elsewhere than their place of domicile, shall be exercised accord- 
ing to the law of the place where said property is located. 

Article 23. 

Legal hypothecation that may be allowed by law to persons legally incompetent 
shall have effrct only when the law of the State where in the duties of guardian or 
curator are discharged is in accord with the law of that State wherein the property 
affected is located. 

Title VIII. — Provisions appUcahle to Titles IV, V, and VII. 

Article 24. 

Pressing measures concerning the personal relations between husband and wife, 
the exercise of paternal powers, and guardianship and curatorship, shall be governed 
by the law of ^he place of residence of the married parties, parents, and guardians 
and curators. 

Article 25. 

The remuneration allowed by law to fathers, guardians, and curators, and the 
conditions thereof, shall be governed and determined by the law of the State of ap- 
pointment. 

Title IX. — Of property. 

Article 26. 

Property of whatever nature shall be exclusively governed by the law of the place 
of location in so far as regards its nature, possession, absolute or relative alienabil- 
ity, and generally in respect of aU the legal incidents of its character as a thing (as 
distinguished from a person). 

Article 27. 

Vessels in non-territorial waters shall be considered as situated at the place of 
register. 

Article 28. 

The cargo of vessels in non-territorial waters shall be considered as being at the 
port of destination of the goods. 

25 



10 UNIFORM CODE OF INTERNATIONAL LAW, 

Article 29. 

For jurisdictional purposes creditors' claims shall be considered as having their locus 
in the place where the contract must be executed. 

Article 30. 

The removal of personal property shall not affect the rights acquired according to 
the law of the place where it existed at the time of their acquisition. 

The parties interested are obliged, however, to comply with all the requirements, 
both of substance and form, required by the law of the place whence taken, to ac- 
quire or preserve the said rights. 

Article 31. 

The rights acquired by third parties over the same property according to the law 
of the place whence removed after the removal and before complying with the said 
requirements, shall take precedence of the rights of the party having first acquired. 

Title X. — Of legal acta. 

Article 32. 

The law of the place where contracts are to be executed shall determine whether 
they should be in writing and the character of the proper document. 

Article 33. 

The same law shall govern : (a) Their duration ; (b) their nature; (c) their valid- 
ity ; (d) their objects ; (e) their consequences ; (/) their performance ; (g) and fi- 
n ally everything relating to contracts in any respect whatsoever. 

Article 34. 

Consequently, contracts made concerning things certain and definite shall be gov- 
erned by the law of the place of their location at the time of execution. 

Those concerning things determined by their nature shall be governed by the law 
of the place of domicile of the debtor at the time of execution. 

Those relating to things fungible shall be governed by the law of the domicile of 
the debtor at the time of their execution. 

Those providing for the rendering of personal service : (a) If they relate to things, 
shall bo governed by the law of the place where these existed at the time of execu- 
tion, (h) If to services that are to be rendered in any specified place, they shall be 
governed by the law of the place where they are to be rendered, (c) In all other 
cases not herein specified, they shall be governed by the law of the place of domicile 
of the debtor at the time of execution. 

Article 35. 

A contract for barter or exchange of things located in diiferent places under con- 
flicting laws shall be governed by the law of the domicile of the contracting parties, 
if it be the same, at the time of the barter or exchange, or by the law of the place 
where the barter or exchange took place, if the domicile be separate. 

Article 36. 

Subsidiary contracts shall be subject to the law governing the principal obligation 
to which they refer. 

Article 37^ 

The execution of the contract entered into through correspondence or by proxy 
shall be governed by the law of the place where the olfer originated. 

Article 38. 

Oblig-atious not arising out of contract shall bo governed by the law of the place 
where the act, legal or illegal, whence they origiuatcd was performed. 



UNIFORM CODE OF INTERNATIONAL LAW. 11 

Article 39. 

The form of public documents shall be governed by the law of the place where they 
are executed. 

Private documents shall be governed by the law of the place of performance of the 
contract in question. 

, Title XL — 0/ marriage settlements. 

Akticle 40. 

Marriage settlements shall govern the relation between husband and wife respect- 
ing the property they had at the time of making the contract and that which is after- 
wards acquired in everything that is not prohibited by the law of the place of its 
location. 

Article 41. 

In the absence of special stipulations and as to all matters not provided for therein 
if any there be, and as to everything not prohibited by the law of the place where the 
property is located, the relations of the parties married to said property shall be gov- 
erned by the law. of the conjugal domicile that may have been selected, by mutual 
agreement, prior to entering into the marriage. 

Article 42. 

If no conjugal domicile shall have been selected beforehand, the aforesaid relations 
shall be governed by the law of the husband's domicile at the time the marriage is 
entered into. 

Article 43. 

A change of domicile does not affect the relations of husband and wife to the prop- 
erty, be it acquired before or after the change. 

Title Xil.— Of estates. 
Article 44. 

The form of a will shall be governed by the law of the place of location of the in- 
heritable property at the time of the death of the decedent. 

Nevertheless, a will registered in due form in any one of the contracting States shall 
be deemed valid in each of the others. 

Article 45. 

The Zex Jloci shall govern : (a) Testamentary capacity ; (b) that of an heir or legatee 
to inherit; (c) thevalidity and effects of the will ; {d) the inheritable titles and rights 
of relatives and the survivor of the marriage bond ; (e) as to whether any portion of 
an estate must, under the law, go to the heirs, and if so, the proportion thereof; (/) 
as to whether any, and if so, what portion, of the estate may be reserved; {g) finally, 
everything relating to legal or testamentary succession. 

Article 46. 

Debts payable in one of the contracting States shall be first liens upon the assets 
therein situated at the time of the death of the decedent. 

Article 47. 

Should said assets be insufficient for the liquidation of the aforesaid debts, the 
creditors shall share pro rata in the assets located in other places, without prejudice 
to the preferred right of local creditors. 

Article 48. 

When the debts must be liquidated in any locality where the decedent has left no as- 
sets the creditors shall exact pro rata payment from the assets located elsewhere, 
subject, however, to the same limitation established in the preceding article. 



12 TOTIFOKM CODE OF INTERNATIONAL LAW. 

Akticz^ 49. 

Bequests couched in generic terms and not designating the locality of satisfac- 
tion or payment shall be governed by the law of the place of domicile of the testator 
at the time of his death ; they shall be realized from the property that he may have 
left in said domicile, and in default thereof, or its insufficiency, they shall be satisfied 
or paid 2Jro rata out of all the other property of the decedent. 

t 
Article 50. 

The duty of accounting shall be subject to the law governing the estate respecting 
which it is demanded. 

Should the accounting concern real or personal property (other than money) it shall 
be limited to the estate of which said property is a part. 

When it is with respect to a sum of money the amount shall be apportioned among 
the several estates in which the accounting heir is interested, in proportion to his 
share in each. 

Title XUI.— Of limitations. 

Article 51. 

Absolute limitation of personal actions shall be governed by the law to which the 
obligations involved are subject. 

Article 52. 

Absolute limitations of real actions shall be governed by the law of the locality of 
the property subject to the lien. 

Article 53. 

If the property upon which the lien rests be movable and shall have changed loca- 
tion, the limitation shall be subject to the law of the locality in which the period of 
prescription shall have expired. 

Article 54. 

Prescriptions by the running of which title is acquired to movable and immovable 
property shall be subject to the law of the location of said property. 

Article 55. 

If the property be movable and shall have changed location, the limitation shall be 
subject to the law of the locality in which the period of prescription shall have ex- 
pired. 

Title XIV. — Of jurisdiction. 

Article 56. 

Personal actions should be brought before the courts of the locality by whose law 
the legal act, subject-matter of the proceedings, is governed. 
They may also be brought before the courts of the defendant's domicile. 

Article 57. 

Petitions for judgments of absence should be addressed to the court of the alleged 
absentee's last domicile. 

Article 58. 

Proceediugs respecting the capacity or incapacity of persons to exercise their civil 
rights should be conducted before the court of his domicile. 



UNIFORM CODE OF INTERNATIONAL LAW. 13 

Article 59. 

Actions, founded on the exercise of the paternal authority, and on that of guardians 
or curators over minors and persons suffering under disability and of the latter against 
the former, shall be heard in every thing affecting them personally before the courts 
of the country where the parents, guardians, or curators are domiciled. 

« Abticle 60. 

Actions touching the property, its alienation or actions affecting the property of 
persons suffering under disability, should be heard before the courts of the place 
where the property is located. 

Aeticle 61. 

The courts of the<place of appointment of guardians or curators are competent to 
take cognizance of accountings by said guardians or curators.. 

.Akticle 62. 

Proceedings for nullity of marriage, limited and absolute divorce, and in general 
all questions affecting the personal relations of husband and wife, shall be instituted 
before the courts of the martial domicile. 

Article 63. 

All questions arising between husband and wife concerning alienation, or any other 
acts affecting the matrimonial possessions, the courts of the place where the propertv 
IS located shall be competent to determine. r t- . 

Article 64. 

The courts of the place of residence of the parties shall be competent to take cog- 
nizance of the provisions of article 24. 

Article 65. 

Proceedings concerning the existence and dissolution of a partnership should be 
brought before the courts of the place of its domicile. 

Article 66. 

Trials originating in an inheritance consequent upon death shall be brought be- 
tore the courts of the place where the inheritable property is located. 

Article 67. 

Realty actions, and those known as mixed actions, should be instituted before the 
courts ot the locality where the thing at issue is situated. 

Should said actions cover things located in different places, the proceedings should 
be brought before the courts of the place where each may be located. 

Title XV. — General provisions. 

Article 68. 

It is not indispensable to the enforcement of this treaty that it be ratified simulta- 
neously by all the contracting nations. The nations approving it will communicate 
sncli approval to the Governments of the Argentine Republic and of the KepubJicof 
Uruguay, that they may notify the other contracting nations. This procedure shall 
take the place of diplomatic exchange. 

Article 69. 

The cscbauge once made in the form prescribed in the preceding article, this treaty 
sball remain in force, counting from such ratification, for au indefinite period. 



14 UNIFOEM CODE OF INTERNATIONAL LAW. 

Article 70. 

Should any one of the contracting nations see fit to withdraw from this treaty or 
to introduce amendments therein, it shall notify the others ; but said withdrawal 
shall not take effect until two years after notice thereof, a period within which efforts 
shall be made to arrive at a new agreement. 

Articub 71. 

The provisions of article 68 are extended so as to include those nations, which, not 
having representation in this Congress, may wish to accept the present treaty. 

In witness whereof the Plenipotentiaries of the aforesaid nations sign and seal five 

coijies hereof, at Montevideo, this day of the montli of , of the year one 

thousand eight hundred and eighty-nine. 



Appendix 2. 
treaty on international commercial law. 

As approved by the South. American Congress at Montevideo onF6bmary 4, 1889. 
Title I. — Of commercial acts and merchants. 
Article 1. 

All lawful acts shall be considered as either civil or commercial according to the 
law of the country where they are performed. 

Article 2. 

What shall constitute parties merchants shall be determined according to the law 
of the country where their business is located. 

Article 3. 

Merchants and commercial Clerks shall be subject to the commercial laws of the 
country wherein they ply their vocation. 

Title II. — Of partnerships. 

Article 4. 

Partnership contracts shall be subject as regards form and the legal relations be- 
tween partners, and between the partnership and third parties, to the law of the 
country where the partnership has its business domicile. 

Article 5. 

Partnerships or associations having the character of a legal person shall be subject 
to the laws of the country where they are domiciled; they shall be recognized of 
right as such in the States, and empowered to exercise their civil rights therein and 
plearl and bo impleaded before the courts. 

But in the exercise of functions incident to the purposes of the association they 
shall be subject to the provisions of the law in force in the State wherein tliey pro- 
pose to carry them into effect. 

Article 6. 

Branch offices or agencies established in one State by a partnership having its dom- 
icile in another, shall be considered as domiciled in the place wherein their business 
is conducted, and be subject to the jurisdiction of the local authorities in everything 
concerning tlieir business operations. 



UNIFORM CODE OP INTERNATIONAL LAW. 15 

Article 7. 

The courts of the country wherein the partnership has its legal domicile shall take 
cognizance of litigation ari&ing between the partners or that may be brought by third 
parties against the partnership. 

However, if a partnership domiciled in one State carry on operations in another, 
which operations should give rise to litigation, this maybe initiated before the courts 
of the latter State. 

Title III. — 0/ land, maritime, and life insurance. 

Insurance contracts on land and on river or inland water transportation shall be 
subject to the law of the country wherein the property insured is situated at the 
time of the execution of the contract. 

Article 9. 

Maritime and life insurance shall be subject to the laws of the country where the 
insurance company, its branch offices or agencies are domiciled, as provided in arti- 
cle 6. 

Article 10. 

The courts of the country where the insurance companies have their legal domicile 
shall take cognizance of all causes instituted against said companies. 

If said companies have branch offices in other States the provisions of article 6 
shall govern in the premises. 

Title IV. — Of collisions, fouling s, and shipuyreclcs. 

Article 11. 

Collisions and foulings of vessels shall be subject to the law of the country within 
whose waters they happen, and they shall be subject to the jurisdiction of the courts 
of the same. 

Article 12. 

In case of collisions or foulings in non-jurisdictioual waters the law of the country 
of register shall govern. 

In case the vessels should be registered in different nations, the law of the country 
most favorable to the respondent shall prevail. 

In the case set forth in the foregoing section the jurisdiction in the premises shall 
belong to the courts of the country first reached. 

Should the vessels arrive at portssituated in different countries, the jurisdiction of 
the authorities first taking cognizance of the matter shall prevail. 

Article 13. 

In cases of shipwreck the authorities of the territorial waters in which the accident 
takes place shall have jurisdiction. 

Should the shipwreck occur in non-jurisdictional waters, jurisdiction shall be 
assumed either by the courts of the country whose flag the vessel carries, or those of 
the respondent's domicile at the time of the institution of proceedings, at the election 
of the libellaut. 

Title V. — Of chartering. 

Article 14. 

Chartering contracts shall be subject to and governed by the laws and courts of the 
country where the shipping agency with which the chartering party has con- 
tracted is located. If the object of the chartering contract be the transportation of 
merchandise or passengers between ports of one state it shall be governed by the 
laws of the same. 

Article 15. 

If there be no shipping agency established at the institution of proceedings the 
chartering party shall bring his action before the courts of the domicile of any of the 
parties interested in or representing the said agency. 

If the shipping agency be the plaintiff it may institute proceedings before the 
courts of the state where the chartering party is domiciled. 



16 UNIFORM CODE OF INTEENATIONAL LAW. 

Title VI. — Of bottomry bonds. 

Article 16. 

The contract of loans on bottomry bonds shall be governed by the law of the counfty 
where th<i loan is made. 

Article 17. 

The amonnts raised on bottomry bonds, for the necessities of the last voyage, shall 
have ])rf(erence in the order of payment over debts contracted for the construction or 
purchase of the vessel and money raised on said bottomry m a previous voyage. 

Loans made during the voyage shall have preference over those made before the 
sailing of the vessel ; and if thei e should be many during the course of the voyage the 
preference shall be established in the inverse order of dates, that which follows hav- 
ing pretence over that which precedes^ 

Loans made at ports entered in distress and during the stay therein shall be added 
together and paid pro rata. 

Article 18. 

Questions arising between the creditor and debtor shall be subject to the jurisdic- 
tion of the courts of the locality where the property upon which the loan has been 
made is situated. 

lu case the lender should be unable to make good tbe amount loaned out of the 
property subject to the payment, he may bring h-s action before the courts of the 
place where the contract was executed, or those of the debtor's domicile. 

Title VII. — Of seamen. 

Article 19. 

Shipping articles-shall be subject to the law of the country where the contract is 
executed. 

Article 20. 

All matters tonching the government of the vessel and the obligations of officers 
and seamen shall be subject to the laws of the country of register. 

Title VIII. — Of damages. 

Article 21. 

General or ordinary damages shall be subject to the law of the country of register 
of tbe vessel wherein they occurred. 

Notwithstanding the |)rovi8ions of the foregoing section, if these damages have 
been sustained in the jurisdictional waters of any one state they shall be subject to 
the laws thereof. 

Article 22. 

Particular damages shall be subject to the law regulating the freightage contract 
of the merchandise damaged. 

Article 23. 

The courts of the ports of destination of the voyage shall take cognizance of actions 
for ordinary damages. 

Article 24. 

Actions for particular damages shall be brought before the courts of the country 
where the cargo is delivered. 

Article 25. 

If the voyage be abandoned before the sailing of the vessel, or, if after sailing it 
should be necessary to return to the port of loading, the courts of the country 
wherein said port is situated shall take cognizance of actions for damages. 



UNIFOKM CODE OF INTERNATIONAL LAW. 17 

Title IX. — Of "bilU of exchange. 

Article 26. 

The form of drawing, endorsing, accepting, and protesting of a bill of exchange 
shall be governed by the law of the localities where such acts are respectively exe- 
cuted. 

Article 27. 

The legal relations between the^drawer and payee of a bill of exchange, resulting 
from the drawing thereof, shall be governed by the law of locality where the bill ia 
drawn ; those resulting between the drawer and the drawee shall be subject to the 
law of the domicile of the latter. 

Article 28. 

The obligations of the accepter with respect to the holder, and the pleas which he 
may set up, shall be regulated by the law of the place of acceptance. 

Article 29. 

The legal effects produced on the endorser and endorsee by the act of endorsement 
are governed by the law of the place of negotiation or endorsement. 

Article 30. 

The greater or less extent of the obligations of the respective endorsers shall in no 
wise impair the rights primarily acquired by the drawer and accepter. 

Article 31. 

The warranty bond (aval) shall be subject to the law applicable to the* obligation 
guarantied. 

Article 32. 

The legal effects of acceptance by intervention shall be governed by the law of the 
locality where the third party intervened. 

Article 33. 

The provisions of this title shall govern, in so far as they shall be applicable, com- 
mercial drafts, bills, and notes. 

Article 34. 

Questions arising between parties intervening in the negotiation of a bill of ex- 
change shall be determined before the courts of the respondent's domicile at the date 
of the incurring of the obligation, or at the time of the bringing of the action. 

Title X. — Of hankruptcie$. 

Article 35. 

The courts of the domicile of a bankrupt shall take cognizance of suits in bank- 
ruptcy, even though the party adjudged bankrupt shall incidentally carry on business 
in another nation, or maintain there agencies or branch offices which do business on 
the account and on the responsibility of the principal house. 

Article 36. 

If the bankrupt shall have two or more independent business houses in different 
jurisdictions, the courts of the localities where the said houses are situated shall be 
competent to assume jurisdiction over the bankruptcy of each of them. 

S. Ex. 183 2 



18 UNIFOEM CODE OF INTERNATIONAL LAW. 

Abticle 37. 

The bankruptcy having been adjudged in one country, in the event stated in the 
foregoing article, the precautionary measures taken in the case shall be made effect- 
ive on the property of the bankrupt in other States, if any, without prejudice to the 
rights granted to local creditors by the following articles. 

Article 38. 

The precautionary measures once taken by means of letters rogatory, the judge to 
whom the letters are addressed shall publish, for the period of sixty days, advertise- 
ments in which he shall set forth the adjudication in bankruptcy and the precau- 
tionary measures that have been taken. 

Articu: 39. 

The local creditors may, within the time designated in the foregoing article, counted 
from the day following the first publication of the advertisement, institute new pro- 
ceedings in bankruptcy against the bankrupt in another State, or institute against 
him such civil actions as maybe proper under the law. In such case the several pro- 
ceedings in bankruptcy shall fuUow independently, and each case shall be subject, 
respectively, to the laws of the country in which it is instituted. 

Abticle 40. 

Local creditors who have the right to be represented at the proceedings in a coun- 
try shall be understood to mean those whose debts should be satisfied in said country. 

Article 41. 

In case there shall be several proceedings in bankruptcy instituted under the pro- 
visions of this title, the money balance which may result in favor of the bankrupt 
in one State shall be placed at the disposal of the creditors of the other j to this end 
the courts of each State shall take cognizance thereof. 

Article 42. 

In case one sale proceeding in bankruptcy is had acci rding to the provisions of 
article 35, or because the local creditors have not exercise^ the rights granted them 
by article 39, all the creditors of the bankrupt shall present their claims and de- 
mand their rights before the judge or court which has made the adjudication in 
bankruptcy. 

Article 43. 

Even in the case of only one proceeding in bankruptcy the mortgagee creditors 
secured before the adjudicatii n in bankruptcy may exercise their rights before the 
courts of the country in which the property mortgaged or pawned is situated. 

Article 44. 

The preference of local credits in the country where the bankruptcy occurred, and 
which were acquired previous to the adjudication in bankruptcy, shall be respected 
even in case the property subject to the said preference shall be transferred to an- 
other jurisdiction and there exist therein, against the said bankrupt, adjudications 
in bankruptcy. 

Article 45. 

The authority of the trustees or legal representatives of the creditors shall be recog- 
nized in all the States, if they be so recognized by the law of the country within 
whose jurisdiction the proceedings by the creditors they represent were instituted; 
they being authorized to exercise in all places the authority granted them by said 
law and this treaty. 

Article 46. 

In case several proceedings in bankruptcy have been instituted, the court in whose 
jurisdiction the bankrupt resides shall be competent to adjudge all measures of a 
civil character affecting ^him personally. 



UNIFORM CODE OP INTERNATIONAL LAW. 19 

Akticus 47. 

The discharge of the bankrupt shall take effect only when it shall have been 
granted in all the proceedings instituted against him. 

ARTICI.K 48. 

The provisions of this treaty respecting proceedings in bankruptcy shall apply to 
joint stock companies whatever the form for liquidation that may be established for 
said companies by the contracting States in the case of suspension of payments. 

Title XL — General provisions. 

Article 49. 

It is not indispensable to the enforcement of this treaty that it be simultaneously 
ratified by all the nations signing. The nations approving it will communicate such 
approval to the Governments of the Argentine Republic and of Uruguay, that they 
may notify the other contracting nations. This procedure shall take the place of 
formal diplomatic exchange. 

Article 50. 

The exchange once made in the manner provided in the preceding article, this 
treaty shall remain in force, counting from such ratification, for an indefinite period. 

Article 51. 

Should any of the contracting nations see fit to withdraw from the treaty or to in- 
troduce amendments therein, it shall notify the others ; but said withdrawal shall 
not take effect until two years after notice thereof, a period within which efforts shall 
be made to arrive at a new agreement. 

Article 52. 

The provisions of article 49 are extended so as to include those nations which, not 
having representation in this Congress, may wish to accept the present treaty. 



Appendix No. 3. 
treaty of the law of proceedings. 

[As approved by the South American Congress, at Montevideo, on January 4, 1889.] 

Article 2. 

Evidence shall be admitted and weighed according to the law governing the subject- 
matter of the legal proceedings, excepting, however, that class of evidence which, 
.because of its nature, is inadmissible by the law of the place of trial. 

Title II. — Of legalisation. 

Article 3. 

Judgments or homologated awards rendered in matters civil and commercial, regis- 
tered instruments, and other authentic documents issued by the officials of one State, 
and letters requisitorial and rogatory shall have full effect in the other contracting 
nations, according to the stipulations of this treaty, whenever they shall be duly 
certified. 

Article 4. 

The certification shall be considered to be in due form whenever it conforms to the 
law of the country of issue, and is authenticated by the diplomatic or consular agent, 
who in said country or locality shall be accredited by the government of the State 
within whose territory it is to be used. 



20 UNIFORM CODE OP INTERNATIONAL LAW. 

Title lit. — Of the execution of requisitions, judgments, and aioards. 

Article 5. 

Judgments and the awards of arbitrators rendered in matters civil and commercial 
in one of the contracting States shall have, within the territory of the other States, 
the same force and effect as in the country rendering them, piovided they comply 
with the following requirements: 

(a) The judgment or award must be pronouneed by a competent tribunal exercising 
international functions. 

(b) It must have the character of a final judgment in the State wherein it was ren- 
dered. 

(c) That the party against whom it is rendered shall have been legally summoned 
and appeared, or adjudged in default, according to the law of the country where the 
proceedings are had. 

(<?) It must not be in opposition to the police regulations of the country where 
executed. 

Article 6. 

The documents necessary to the execution of judgments or award of arbitrators are 
the following: 

(a) A full copy of the judgment or award. 

(6) A copy of the papers showing that the parties have been summoned. 

(c) An authentic copy of the decree showing that the judgment or award is in the 
nature of a final j udgment and of the laws upon which said decree is founded. 

Article 7. 

The rules governing the execution of judgments or award, and the proceedings 
occasioned by such execution, shall be those prescribed by the law of procedure of the 
State where it is demanded. 

Article 8. 

Proceedings not in the nature of contested litigation, such as inventories, the 
opening of wills, valuations or other like acts, had in one State, shall have the same 
effect in the other States as if they had been had in their own jurisdiction, provided 
they comply with the requirements prescribed in the preceding articles. 

Article 9. 

Requisitions and letters rogatory requesting the issuing of notice, the taking of 
depositions, or the performing of any other judicial functions, shall be executed in 
the contracting States, provided said requisitions or letters rogatory comply with the 
conditions established in this treaty. 

Article 10. 

When the requisitions or letters rogatory relate to attachments, appraisements, 
inventories, or to any other preventive measures, the judge addressed shall order all 
the necessary steps regarding the appointment of experts, appraisers, receivers, and, 
in general, everything that may lead to the fnll execution of such letters or requisi- 
tions. 

Article 11. 

Requisitions and letters rogatory shall be issued in accordance with the laws ofthe 
country issuing the same. 

Article 12. 

Parties interested in the execution or requisitions or letters rogatory may appoint 
attorneys in fact, the expense occasioned by said attorneys and the writs being borne 
by said parties. 

Title IV. — General provisions. 

Article 13. 

It is not indispensable to the enforcement of this treaty that it be simultaneously 
ratified by all the contracting nations. The nations approving it will communicate 
such approval to the Governments of the Argentine Republic and of the Republic of 
Uruguay that they may notify the other contracting nations. This procedure shall 
take the place of diplomatic exchange. 



UNIFORM CODE OF INTERNATIONAL LAW. _ 21 

Artici<b 14. 

The exchange once made in the manner provided in the preceding article, this treaty 
shall remain in force counting from such ratification for an indefinite time. 

Article 15. * 

Should any one of the contracting nations see fit to withdraw from this treaty or to 
introduce amendments therein, it shall notify the others ; but said withdrawal shall 
not take effect until two years after notice thereof, a period within which efforts shall 
he made to reach a new agreement. 

Article 16. 

The provisions of article 13 are extended so as to those nations which, not having 
representation in this Congress, may wish to accept the present treaty. 

In witness whereof the plenipotentiaries of the aforesaid nations sign and seal 

copies hereof at Montevideo this day of the month of January of the year one 

thousand and eight hundred and eighty-nine. 

ADDITIONAL PROTOCOL. 

The plenipotentiaries of the Governments of , convinced of the advisability 

of establishing general rnles for the enforcement of the laws of any of the contract- 
ing States in the jurisdictions of the others, in the cases determined by the treaties 
concluded on the several matters of private International law, have agreed as follows : 

Article 1. 

The laws of the contracting States shall be enforced in the cases that may arise, he 
the parties interested in the matter under consideration eitJier native or foreign. 

Article 2. 

The enforcement thereof shall be made by the judge sitting in the case on his own 
motion, without prejndice to the parties alleging and proving the existence and pro- 
visions of the law cited. 

Article 3. 

All remedies allowed by the code of procedure of the place of judgment for cases 
decided under its own laws shall also be allowed for those cases decided under the 
laws of any of the other States, 

Article 4. 

The laws of the other States shall never be enforced as against the political insti- 
tutions, police regulations, or customs of the place where the case is tried. 

Article 5. 

In conformity with the provisions of this protocol, the Governments bind them- 
selves to transmit to each other two authentic copies of the laws now in force, and 
which may be passed in the future in their respective countries. 

Article 6. 

The Governments of the signing States shall declare, upon approving the treaties 
concluded, whether they accept the adherence of the nations not invited to Con- 
gress, in the same manner as that of those, who having concurred in the purpose of 
the Congress, have not taken part in its deliberations. 

Article 7. 

The provisions of the foreging articles shall be considered as an integral part of 
the treaties to which they refer, and their duration shall be the same as that of said 
treaties. 



22 UNIFORM CODE OF INTERNATIONAL LAW. 

n. 

CLAIMS AND DIPLOMATIC INTERVENTION. 

One of the houorable delegates for the Eepublic of Venezuela has pre- 
sented two resolutions setting forth different declarations respecting 
certain cases in which claims against the Government of a country by 
foreigners residing therein should be considered as inadmissible. In 
case the aforesaid declarations should be considered in the form in which 
they have been presented, the committee charged with the preparation 
of a report thereon would submit to the consideration of their author, 
and to the decision of the Conference, some additions and amendments 
which, to its mind, it would be necessary to insert. It does not do so, 
however, because it believes that instead of entering into special mat- 
ters of detail, what should be done is to discover and determine the tri\e 
principle which should legally govern in the premises, and to recom- 
mend its adoption as the only key to a full and perfect solution of all 
the questions which may arise in this behalf. 

The committee well understands that in those times, when the idea 
was still dominant that the foreigner was an enemy against whom was 
enforced (according to the provisions of the Koman public law) contin- 
uous authority, certain doctrines should be established to protect him 
from the consequences of that feeling of manifest hostility. It can well 
understand that when the exercise of civil rights was limited to natives 
it should be necessary to introduce principles and proceedings by means 
of which the foreigner might be afforded some defense in the precarious 
position in which the then generally prevailing ideas placed him ; and 
it can understand, in flue, that when intercourse between countries was 
less frequent, when civilization in America was but little advanced, and 
a spirit of isolation, a feeling of distrust, and a sentiment of egotism 
dominated, all of which is contrary to the equal enjoyment of the guar- 
anties and benefits of the law, the foreigner should be forced to remain 
with his gaze fixed upon the IJfational Government so as to neutralize 
the effects of the aversion and repugnance with which he was received. 
But it can not, by any means, understand (theories and sentiments, cir- 
cumstances and principles of legislation respecting the rights ot the 
foreigner having changed in every particular) that principles should 
have any weight which can only serve to create distrust, to foment 
estrangement, to jirevent assimilation, and to protect the schemes of 
worthless people — a protection which is nearly always asked with the 
sole object of profiting thereby — and which keeps the Governments in a 
constant state of excitement which may occasion disagreeable incidents 
of even graver consequences. 

The committee gladly recognizes that the Christian, liberal, and 
humane i)rinciple is, that the foreigner should not be inferior to the 
native in the exercise and enjoyment of all and each of the civil rights, 
but it can not understand that the foreigner should enjoy considerations, 
prerogatives, or privileges denied to the native. It repels openly any 
restriction which places the foreigner in a condition inferior to that 
vouchsafed by the law to the native, but it likewise repels the preten- 
sion that the foreigner should be superior to the native ; that he should 
be a perpetual menace to the territory whose protection he seeks and 

* Note. — Reports II aiuT III were adopted by a majority of the Conference, the dele- 
gates from the United States voting iu the uegativo. 



UNIFORM CODE OF INTEKNATIONAL LAW. 23 

whose advantages he enjoys ; that recourse to a foreign sovereignty 
which makes itself felt in an independent country should serve as a 
means of self-advancement whenever improper demands are not satis- 
fied. 

iN^owadays, when our people receive the foreigner with open arms ; 
today, when they deny him no right and recognize that an intelligent, 
hard-working, and honorable immigration is the most potent element ot 
civilization and greatness of prosperity and advancement ; to-day, when 
we arfc far removed from barbarous times, and the foreigner is not the 
enemy but the brother to whom are opened wide the doors of the most 
generous hospitality, those doctrines founded upon bases wholly inad- 
missible are a veritable afnd shameful anachronism. 

iTone of the advancements of modern civilization is unknown to the 
republics of America. Granting the foreigner the same rights, neither 
less nor more, that the native enjoys, they do all they can and should 
do. And if these rights are not enough, and if they are not found to be 
sufficiently guarantied and to be placed beyond the pale of abuse ; if 
there is danger that abuse will some time be committed, as there is danger 
of earthquakes, of floods, of epidemics, of revolutions, and of other mis- 
fortunes, the foreigner should have considered it all before deciding to 
live in a country where he may run such risks. And on the other hand, 
supposing that some abuse is committed, that abuse is not without pen- 
alty and correction, as that committed against the native is not left 
remediless; and, moreover, it has attached to it other penalties more 
efficacious, that of moral reprobation, the judgement formed by other 
nations, the separation of all those who under other conditions would 
assist in making its elements of production fruitful, and, in consequence, 
isolation, poverty, and universal condemnation. 

A nation does not with impunity deviate from the liue of duty marked 
out by ethics, law, and civilization; and between the harm which may 
occasionally result from such deviation and the greater and innumer- 
able harms caused by the other practice, the committee does not hesi- 
tate to choose. If it is wrong to once in awhile commit abuses against 
the native or the foreigner, worse a thousand times is the example of 
scandalous claims concocted and sustained by the malignity and the 
ingratitude of a pernicious man, and, the solution of which is made to 
depend on the judgment or the will of the stronger. For, as a final re- 
sult, there is nothing but the uncalled-for intervention of the stronger, 
which, constituted into an impassioned defender of its citizens, imposes 
its will and ideas as law, and compels the weaker to do his bidding. 
And this unwarranted verging upon the sovereignty of the others, and 
this stimulant to a sentiment of native aversion, undoubtedly produces 
far more lamentable consequences. 

The foreigner, with all the rights of the native, with no right less, 
yet with no right more, is the i^rinciple which, to the mind of the com- 
mittee, is the base upon which every theory in the premises should 
rest — the starting point for practical conclusions in so interesting a 
matter. If the Government is responsible to its citizens for infractions 
of the Constitution or the laws, committed by agents of the public au- 
thority in the discharge of their duties, it will be equally responsible to 
foreigners, and vice versa. 

If the Government is not responsible to its citizens for damages 
caused by insurgents or rebels, neither will it be responsible to foreign- 
ers, and vice versa. If the natives have any protection against the 
decisions and procedure of the courts, the same right shall be granted 
foreigners. In a word, in everything touching the exercise of civil 



24 UNIFORM CODE OF INTERNATIONAL LAW. 

rights, natives and foreigners shall be on a perfectly equal footing — 
equal rights, equal obligations, equal access to the authorities, equal 
procedure, equal appeals; but in no case shall the foreigner be supe- 
rior — an exasperating condition which may establish an indefensible 
and inexplicable duality of sovereignties and authorities. The foreigner 
should not appear like a spoiled child, always encircled by the arms of 
the Government of his nationality to prevent him from stumbling and 
injuring himself. He should himself judge and decide where it is advis- 
able for him to go and where not, and try to live peaceably uuder the 
shelter of the laws of the country he may select as a place of residence, 
and the protection of civilization and morality. To enjoy all the priv- 
ileges and all the considerations of natives, to be treated like them, is 
all to which the foreigner can aspire ; and this is what is gladly con- 
ceded him. 

As a result of these reflections, the committee propose the following 
resolutions, to wit: 

RECOMMENDATIONS AS ADOPTED.* 

The International American Conference recommends to the Govern- 
ments of the countries therein represented the adoption as principles of 
American international law, of the following : 

(1) Foreigners are entitled to enjoy all the civil rights enjoyed by 
natives ; and they shall be accorded all the benefits of said rights in all 
that is essential as well as in the form or procedure, and the legal reme 
dies incident thereto, absolutely ia like manner as said natives. 

(2) A nation has not, nor recognizes in favor of foreigners, any other 
obligations or responsibilities than those which in favor of the natives 
are established, in like cases, by the constitution and the laws. 



ni. 

ON THE NAVIGATION OF RIVERS. 

Some of the honorable delegates have proposed that the Conference 
make a recommendation to the several nations therein represented, to 
adopt the principle that the navigation of rivers be free to all the na- 
tions whose territories their waters bathe, and that the sovereign States 
bordering on the headwaters of such rivers shall have free passage to 
the sea by means thereof. 

The first point that has presented itself for the examination of the 
committee to whom the proposition alluded to was referred, is whether 
it is within the province of this Conference to entertain matters which, 
like that mentioned, belong to public international law. TLie committee 
has no doubts upon the point; it believes that although it might be in- 
opportune to enter indiscriminately upon all the subjects of the public 
law of nations, the right of this Conference to consider and discuss them 
and to decide upon the recommendation which it considers should be 
made, can not be gainsaid. Without going outside of the terms of the 
act of the Congress of the United States which authorized the calling 
together of this Conference, it may be plainly demonstrated that sub- 
jects like that under consideration are in no wise beyond its compe- 

* See minority report of tlie delegates from the United States to follow : 



UNIFORM CODE OF INTERNATIONAL LAW. 25 

petency. The second section of the act to which the committee has 
just made reference, provides that the President of the United States, 
in forwarding the invitations to the several Govern nients of America, 
should set forth that the Conference is called to consider : 

First. Meaanres that shall tend to preserve the peace and promote the prosperity 
of the several American States. 

And— 

Eighth. To consider such other subjects relating to the welfare of the several States 
represented as may be presented by any of said States which are hereby invited to 
participate in said conference. 

Any subject, then, which by any delegate may b» submitted to the 
decision of the Conference, if it relates to the welfare of the nations 
therein represented, is fully within the programme of subjects which is 
the object of its deliberations. And if we consider, moreover, the char- 
acter with which the majority of the delegates to this Conference are 
invested, there can not be the shadow of a doubt of their ample faculty 
to bring into the field of discussion sul>jecis ot this nature. 

Alter this ex])lanation it behooves the committee to state that, in its 
judgment, no ditiiculty presents itself to its making a recommendation 
in the sense proposed by the signers of the resolution. 

This free navigation appears to be a natural right; it is recognized 
by writers on international law of the highest repute in Europe as well 
as in the United States and Spanish America ; and it accords with 
what is established in the decisions of noted Euro{)ean congresses and 
in the articles of difierent treaties touching the navigation ot imi)Oitant 
rivers. This is the principle also which the Government of the United 
States has vigorously and victoriously sustained on more than one oc- 
casion ; and, finally, the principle is in keeping with the fraternal rela- 
tions which should exist between the several American nations that 
will not deny to their neighbors that which will benefit them and which 
is even indispensable, and does not cause any injury or harm. 

For these reasons, which have been fully set forth in the report of one 
of the delegates who presented the resolution, and which reasons the 
committee does not here rei)roduce, because they are so well known to 
all, it proposes the following conclusion : 

Whereas it is an admitted principle of international law, founded on 
reasons of justice and equity, and which the general a<lvantage de- 
mands, that the navigation of rivers shall be free to all nations whose 
territories border on them, and for those nations which have no other 
means of reaching the sea the International American Conference 

EECOMMBNDATIONS AS ADOPTED.* 

Besolves to recommend to the several Governments of the nations rep- 
resented in this Conference to adopt, declare, and recognize the follow- 
ing principles : 

(1) That rivers which separate several States, or which bathe their 
territory, shall be open to the free navigation of the merchant marine 
or ships of war of the riparian nations. 

(2) That this declaration shall not affect the jurisdiction nor the sov- 
ereignty of any of the riparian nations either in time of peace or war. 

* See minority report of delegate from the United States, to follow. 

|J6 



26 UNIFORM CODE OF INTERNATIONAL LAW. 



IV. 

MINORITY REPORT ON CLAIMS AND DIPLOMATIC INTERVENTION FROM 
THE DELEGATE FROM THE UNITED STATES. 

I can not concur in the majority report for the following reasons: 

I object to the term "American International Law." There can no more 
be an American international law than there can be an English, a Ger- 
man, or a Prussian international law. International law has an old and 
settled meaning. It is the common law of the civilized world, and was in 
active recognized and continuous force long before any of the now estab- 
lished American nations had an independent existence. We accepted it 
as one of the conditions of our recognition, and we have no right to alter 
it without the consent of the nations who really founded it and who are 
and must be to-day, notwithstanding our increasing power and conse- 
quence, large and equal factors in its maintenance. 

I of course recognize the right of any one nation or combination of 
nations to suggest such amendments and improvements as the progress 
of civilization renders advisable; but to make such changes a part of 
international law requires the consent of the civilized world. 
. IsTor do I deny the right of any two or more nations to adjust their 
general political relations according to principles of which they approve, 
but this obligation is simply a treaty obligation, is confined in its action 
to the contracting parties, and can not exempt them or either of them 
from the larger and older obligations of international law, should they 
ever conflict. 

Even the four points of the Congress of Paris, which were adopted 
by all the great powers of Europe, do not claim to be international law 
and are admitted to be binding only upon and between those nations 
who were signatories of the treaty. 

In the contention over the Alabama claims England and the United 
States did agree that the decision should be governed by the applica- 
tion of certain principles which it was admitted were not principles of 
existing international law, but to be accepted quoad hoc as the rule of 
judgment in the special case. 

And it is very noticeable that notwithstanding the declaration of such 
intent, no effort has been made in either case to widen these special 
transactions into alteration or amendment of international law. I as- 
sume, therefore, that the object of this reference is not to establish an 
American international law, in contrast or conflict with an European 
international law, but to suggest certain modifications as desirable, and 
to agree that, pending their incorporation into the international law of 
the world, we will, among ourselves, agree to be bound by the principles 
embodied in these resolutions. 

Assuming this, the question is : Is it judicious for us to adopt these 
resolutions as the rule of action between ourselves and to make the nec- 
essary effort to have them incorporated into the international law of 
the world ? For it is clear that they are either portions of existing 
international li? w, in which case we are already under their protection 
and bound by their obligations, or they are not existing international 
law, and then it is not in our power to make them so. 

These recommendations cover two subjects: 

(1) The subject of reclamation by foreigners against a Government 
in which they reside or with which they have had transactions. 

(2) The subject of the navigation of rivers running as boundaries be- 



UNIFORM CODE OP INTEBNATIONAL LAW. 27 

tweeii or running in different portions of their course through different 
territories. 

I shall first consider the subject of reclamation. 

My objection to the very earnest and eloquent report of the majority 
is not to its details, but to the irresistible conclusion of its logic, 
which I can not interpret in any other sense ihan the entire and abso- 
lute denial of the right of diplomatic reclamation between independent 
governments in vindication or protection of the rights of its citizens re- 
siding in foreign countries. It is possible that cases of direct violence 
or tort by the government itself may be excepted, but not clearly. 

The foreigner with all the rights of the native [says the report], with no right less, 
yet with no right more, is the principle which, to the mind of the committee, is the 
base upon which every theory in the prenjises should rest. The starting point for 
practical conclusions in so interesting a matter. If the Government is responsible to 
its citizens for infraction of the Constitution or the laws, committed by agents of the 
public authority in the discharge of their duties, it will be equally responsible to for- 
eigners, and vice versa. If the Government is not responsible to the citizen for dam- 
ages caused by insurgents or rebels, neither will it be responsible to foreigners, and 
vice versa. If the natives have any protection against the decision and procedure of 
the courts, the same right shall be granted foreigners. In a word, in everything 
touching the exercises of civil rights natives and foreigners shall be on a perfect equal 
footing, equal rights, equal obligations, equal access to the authorities, equal proced- 
ure, equal appeals, but in no case shall the foreigner be superior, an exasjjerating po- 
sition which may establish an indefensible duality of sovereignties ami authorities. 
The foreigner should not appear like a spoiled child, always encircled by the arms of 
the Government of his nationality to prevent him from stumbling and injuring him- 
self. 

Putting aside the supposed condition, existing in fact nowhere, in 
which "foreigners are entitled to enjoy all the civil rights enjoyed by 
natives, " the above forcible and plausible statement can not be ac- 
cepted without most important limitations. It may be admitted, but 
with serious reservations, that the resident foreigner in all contracts 
with private natives and in relation to violations of municipal law has 
no right to ask more jjrotectiou than is given to the native citizen. But 
even here there is the underlying assumption that what is granted by 
native law and procedure;, what is given to the native citizen is substan- 
tial justice. If under any peculiar law, under any absolutism of proced- 
ure, under any habit or usage of traditional authority to which natives 
are accustomed and willing to submit, the native process or judgment 
does not afford this substantial justice, the right of the foreigner to such 
substantial justice would be nevertheless complete, and how can it be 
assured to them ? But if this be so even in cases of private contention, 
how is it with the cases where the reclamation of the foreigner is against 
the Government itself? 

Into what court will the Government allow the sovereignty of the na- 
tion to be called to answer its responsibility to the claimant, and how is 
its judgment to be enforced? What, under such a theory, becomes of 
a native merchant in a belligerent country? What guaranty has the 
foreigner against the forced loan to which a native citizen may be bound 
patriotically to submit ? Take the case of the foreign bondholder fur- 
nishing to the Government invaluable assistance at critical times where 
the debt is neither denied nor repudiated, but simply and persistently 
left unpaid. Has any Government hesitated to protect by diplomatic 
reclamation the interests of its subjects, which no foreigner can enforce 
in the courts of his debtor ? Take the case where the persons and prop- 
erty of foreigners have not received the protection to which their rela- 
tion with the native Government entitles them. Is it conceivable that 
so great a departure from ancient usage and recognized international 
lajf W9^}§^ bje i^|)«3epted I 



28 UNIFORM CODE OF INTERNATIONAL LAW. 

It will be recollected that very recently the experiment has been tried. 
In 1888, only two years ago, the Ecuadoran Congress passed a law de- 
creeing as follows : 

Article I. 

The nation is not responsible for losses and damages cansed by the enemy either in 
civil or international war or by mobs, riots, mutinies, or for those which may be caused 
by the Government in its military operations or in the measures it may adopt for the 
restoration of public order. Neither natives nor foreigners shall have any right of 
indemnity in such cases. 

Article II. 

Neither is the nation responsible for losses or damages consequent upon measures 
adopted by the Government towards natives or foreigners in involving their arrest, 
banishment, internatiou, or extradition whenever the exigencies of public order or 
a compliance with treaties with neighboring nations require such action. 

Article III. 

The payment of indemnities not excluded by the foregoing articles can not be made 
except in conformity with the law of public credit and after a previous judgment b^ 
a competent judicial officer. 

Article IV. 

Neither foreigner nor native shall have the right of presenting claims to the legis- 
lature which were previously rejected by a former Congress. 

Article V. 

Foreigners who may have filled positions or commissions which subjected tbem to 
the laws and authorities of Ecuador can make no reclamation for payment or indem- 
nity through a diplomatic channel. 

The diplomatic corps at Quito protested against the act as contrary 
to the law of nations. On October 23, 1888, the State Department ad- 
dressed the following instructions to the minister of the United States. 
After referring to the various articles of what it terms "the extraordi- 
nary law " it proceeds : 

It is unnecessary to quote further provisions of the statute to show that it is sub- 
versive of all the principles of international law. This is so plain that it does not 
require or admit of argument. By such a declaration of rules for the guidance of her 
conduct in international relations, Ecuador places herself outside of the pale of inter- 
national intercourse. Ifc can not be supposed that she will persevere in such a course, 
which would be destructive of her commerce and render amicable relations with her 
impossible. 

ion are, therefore, instructed to say to the Ecuadorian Government that the pro- 
visions of the law in question have been read by this Department with regret, and 
that the United States could never acquiesce in any attempt on the part of that Gov- 
ernment to use such a statute as an answer to a claim which this Government had 
presented. 

I^ow, while the conclusions and argument of the report do not make 
specific reference to this legislation, it does feeem to me that its provis- 
ions would be generally supported both by the language and resolution. 
The second resolution reads thus: 

A nation has not, nor recognizes in favor of foreigners any other obligations or re- 
sponsibilities than those which, in favor of the natives, are established by the con- 
stitution and the laws. 

I can put but one interpretation upon this language, and that is that 
whatever be the complaint of a resident foreigner against the Govern- 
ment under whose jurisdiction he is residing, he has no right in protec- 
tion of his interests other than such as the Governm^iQt W^-J ^%^'^ P^o- 



UNIFORM CODE OP INTERNATIONAL LAW. 29 

vided in the way of judicial trial or executive appeal to its own citizens, 
and this principle once admitted, of course there follows the absolute 
exclusion of diplomatic reclamation ; for the report says ; 

None of the adTancements of modern civilization is unknown to the Republics of 
America; granting the foreigner the same rights, neither less nor more, than the 
native enjoys, they do all they can and should do, and if their rights are not enough, 
and if they are not found to be sufficiently guarantied, and to be placed beyond the 
pale of 'abuse; if there is danger that abuse will sometimes be committed, as there is 
danger of earthquakes, of floods, of epidemics, of revolutions, and other misfortunes, 
the foreigner should have considered it all before deciding to live in a country where 
he runs such risks. 

I am willing to admit that there are cases in which this appeal of a 
foreigner to have the protection of his own country has been abused — 
that there may be cases in which the lapse of time, the loss of records, 
the insufficiency of evidence, the confused and revolutionary character 
of the circumstances under which the claims may be alleged to have 
arisen, all combine to diminish the equities of a diplomatic reclamation. 
But these are rare and are always subject to the scrutiny of the reclaim- 
ing Government, and if there is a subject upon which nations are pro- 
verbially cautious it is the risk of involving national interests and 
incurring risks of provoking international difficulties in vindication of 
the violation of the rights of private individuals. And I can say con- 
fidently, with no inconsiderable knowledge of the diplomatic reclama- 
tions made by the Government of the United States, that the large 
majority of the claims which it has become the duty of the United States 
Government to press upon foreign nations has been in behalf of such 
claimants as the report describes, well founded in equity, reasonable in 
demand, and of singular temperance in tone. 

Those claims have represented the courage and enterprise and capi- 
tal of a shrewd, venturesome, but singularly intelligent and broad class 
of men. They have ventured much, not it is true without hope of re- 
ward, but very much that did substantial work in building up large in- 
dustries, in sustaining struggling Governments, and in aiding other na- 
tions in their efforts at independence. And every day, as the world 
comes closer together, this community of enterprise, this transfer of 
labor and capital to do the work of other nations is spreading, and be- 
coming not merelj' private and inconsiderable contracts, but large trans- 
actions, involving legislative action. Government intervention, and 
national responsibility. 

The narrow technicality and the unavoidable prejudices of municipal 
law are growing too small for affairs of such magnitude. 

And if there is a noticeable fact in the history of international claims, 
it is that the almost certain result of diplomatic reclamation is the arbi- 
tration of an impartial tribunal, in which all the equities are carefully 
scrutinized and by which almost every contention has been solved by 
a compromise which relieves national irritation and satisfies individual 
justice. I am satisfied that within the last fifty years surer foundations 
lor the establishment of a real international law by diplomatic reclama- 
tion, thus terminating in arbitration, have been laid than by any influ- 
ence at work in the history of the world. 

This system has given us a series of special decisions covering a mul- 
tiplicity of cases arising from the developing necessities of closer na- 
tional relations, which will become, sooner or later, a code of decisions 
to which appeal may safely be made. The time has not yet come, but 
come it must, when all differences not between government and gov- 
ernment — for that I deem impossible, but between the citizens of one 
country and the government of another — will find a common and legal 



30 UNirORM OODK OF INTERNATIONAL LAW. 

tribunal to administer a recognized jurisdiction. But until that comes 
and as the surest and most efficient means to secure its coming is dip- 
lomatic reclamation seeking and finding arbitration. 
I am unwilling to repeat the commonplace declaration, " Bomanus civus 

It has been distorted by the political declamation of that sort of pas- 
sion which sooietimes mistakes itself for patriotism ; its truth has been 
abused by great and arrogant nations, and may be again. But human 
nature must be changed, and changed for the worse, before you can 
separate loyalty to the Government and protection to the citizen. And 
that flag had better be furled under which a citizen does not feel that he 
is safe against injustice. 

With these views I can not concur in any opinions which diminish 
the right or reduces the power of a nation by diplomatic reclamation, 
which is the manifestation of its moral strength and vitality, to protect 
the rights and interests of its citizens. 

MINORITY REPORT ON THE NAYIOATION OF RIVERS BY THE DELE- 
GATE OF THE UNITED STATES. 

With regard to this subject I have little to say. The majority report 
states, I think, with sufficient accuracy the general doctrine, although 
how far these rights of navigation belong to the world as against the 
riparian sovereignty has not perhaps been absolutely settled. And I 
would have to make some reservation as to the first declaration, " that 
rivers which separate several States or which bathe their territories 
shall be open to the free navigation of the merchant marine or ships of 
war of the riparian nations." 

The old contention as to the limitation of the naval power of Russia 
in the Black Sea might well be revived on the course of a great conti- 
nental river where the riparian owners were of very different degrees 
of strength. And in case of war questions might arise not easily an- 
swered ; for I confess, with all my study of international law, I have not 
learned what, if any, outside of questions of pure humanity, are the 
limitations on the right of war, and history seems to me only to teach 
that law, as the skeptical Frederick said of Providence, is always on 
the side of the stronger battalions. 

I think that the appreciation of the principle, now so generally recog- 
nized as not to need confirmation, had better be left to the wisdom of the 
riparian owners, whose interests will more surely lead to sagacious and 
amicable settlement of questions which may arise than any appeal to 
general principles. 

I do not object to the committee expressing its views npon the reso- 
lutions which have been referred to it, but 1 can not concur in any 
resolution declaring their principles to be principles of American inter- 
national law. 

William Henry Trescot, 
Delegate from the United States, 



INTERNATIONAL AMERICAN CONFERENCE. 



REPORT AND RECOMMENDATIONS 

CONCEENING 

U:^IFOEM TEEATIES 

POR THE 

EXTRADITION OF CRIMINALS. 



filST UONGBESS, ) SEIf ATE. ( Bx. Doo. 

1st Session. ) i ^o. 187. 

MESSAGE 

FROM THE 

PRESIDENT OF THE UNITED STATES, 

TRANSMITTING 

A report of the International American Conference on the extradition of 

criminals. 



July 16, 1890. — ^Read, referred to the Committee on Foreign Relations, and ordered to 

be printed. 



To the Senate and Souse of Eepresentatites : 

I transmit herewith, for your information, certain reports on the sub- 
ject of extradition, adopted by the International American Conference 
at its recent sessions in this city. 

Benj. Haeeison. 
Executive Mansion, 

Washington^ July 15, 1890. 



Department of State, 
Washington, July 15f 1890. 
The President: 

I have the honor to inform you that the International American Con- 
ference, recently in session in this city, adopted certain reports, con- 
taining recommendations on the subject of the extradition of criminals, 
which are herewith transmitted for the information of Congress. 
KespectfuUy submitted. 

James G. Blaine. 



BEPOBT ON EXTRADITION. 
[As adopted by the Conference April 15, 1890.] 

The International American Conference resolves : 

Ist. To recommend to the Governments of the Latin American na- 
tions the study of the Treaty of Penal International Law made at 
Montevideo by the South American Congress of 1888, in order that 
within a year, to be counted from the date of the final adjournment of 
this Conference, they may express whether they adhere to the said 
treaty, and in case that their adhesion is not complete, which are the re- 
strictions or modifications with which they accept it. 

2d. To recommend at the same time that those Governments of 
Latin America which have not already made special treaties of extra- 
dition with the Government of the United States of North America, 
should make them. 



2 extradition of criminals, 

Appendix. 

DBAFT OF A TREATY ON INTERNATIONAL PENAL LAW. 

[Adopted by the Congress of MonteTideo. 1 

TiTiiE I. — On Jurisdiction. 

Abtici^ I. 

The crimes and offenses committed within the territorial jurisdiction of a nation 
shall be punished according to the laws of that nation ; and the offenders, whatever 
their own nationality, or the nationality of the victim, or wronged party, may be, 
shall be subject to trial before the courts of the country where the offense was com- 
mitted. 

Article II. 

Such violations of criminal law as are perpetrated in a State, but exclusively af- 
fect the rights and interests as guaranteed by the laws of another State, shall fall 
under the jurisdiction of the State affected by them, and shall be punished according 
to its laws. 

Aktici^ in. 

When an offense affects different States, the jurisdiction of the State in whose ter- 
ritory the offender is arrested shall prevail. 

If the offender should seek shelter in a State different from the ones affected by his 
action, the jurisdiction of the State which asked first for the extradition shall prevail 

; ARTicua: IV. 

In the cases referred to in the preceding article, if there is only one offender there 
shall be only one trial, and the penalty to be imposed shall be the gravest one estab- 
lished by the penal laws of the different States concerned. 

If the penalty found out to be the gravest should not be admitted in the State 
when the trial takes place, the nearest in gravity shall be imposed. 

The court shall, in all cases, apply to the executive power in order that due notice 
of the initiation of the proceedings may be given through it to the interested States. 

Article V. 

Each one of the contracting States shall have the power to expel from its territory, 
under its own laws, the offenders .who have taken shelter therein, if after having 
given notice to the State against which the refugeTe committed an extraditable offense 
no action is taken by it. 

Article VI. 

Acts done in the territory of a State which are not punishable according to its 
laws, but are punishable in the country where they produce their effects, shall not be 
made the subject of judicial action in the latter, except in case that the offender is 
found within its territory. 

This rule shall be applicable also to those offenses which do not admit of extradi- 
tion. 

Article VII. 

For the trial and punishment of the offenses committed by a member of a legation 
the rules of public international law shall be observed. 

Article VIII. 
Crimes and offenses committed on the high seas, or on neutral waters, either on 
board a man-of-war or a merchant vessel, shall be investigated andpuivished accord- 
ing to the laws of the State to which the flag of the vessel belongs. 

Article IX. 

Crimes and offenses committed on board a man-of-war when in the waters of a for- 
eign nation shall be investigated and punished by the courts of the State to which 
the vessel belongs, and according to its own laws. 



EXTEABITION OF CKIMINAL8. 3 

The same rule shall he applicable to offenses committed outside the vessels by mem- 
bers of the crew thereof, or by persons employed on board the same, if the said crimes 
or offenses affect only the law or rule of discipline in force at the vessel. But when 
the crimes or offenses herein referred to, committed outside the vessel, were so com- 
mitted by persons not belonging to the ship's company, then the jurisdiction to try 
the offenders shall belong to the State in whose territorial waters the vessel may 
happen to find itself. 

Article X. 

Crimes and offenses committed on board a man-of-war, or on board a merchant ves- 
sel, under the circumstances of Article 11, shall be investigated and punished as pro- 
vided by that article. 

Article XI. 

Crimes and offenses committed on board a merchant vessel shall be investigated 
and punished according to the laws of the State in whose territorial waters the ves- 
sel happens to be foun*^. 

Article xn. 

Territorial waters are declared to be, for the purposes of jurisdiction, those which 
are comprised in a belt five miles wide running along the coast, either of the main- 
land or of the islands which form part; of the territory of each State. 

Article XIII. 

Acts of piracy, as deiined by public international law, shall be subject to the juris- 
diction of the State undei the power of which the off(3nder8 may happen to fall. 

Article XIV. 

Criminal prosecutions shall be barred by the statute of limitations of the country 
having jurisdiction to punish the offense. The expulsion of offenders shall be also 
governed by the laws of the same country. 

Title II.— On Asylum. 

Article XV. 

No offender who has taten refuge in the territory of a State shall be surrendered to 
the authorities of any other State except upon demand of extradition and according 
to the regular course of proceedings established for that purpose. 

Article XVI. 

The asylum is inviolable for political offenders; but the State has the duty of pre- 
venting refugees of this kind from accomplishing within its territory any acts what- 
ever which may endanger the public peace of the nation against which the offense 
was committed. 

Article XVII. 

Such persons as may be charged with offenses of non-political character, and seek 
refuge in a legation, shall be surrendered to the local authorities by the head of the 
said legation, either at the request of the secretary of foreign relations, or by his own 
movement. But for political offenders seeking for shelter at a legation, the legation 
shall be an asylum, and shall be respected as such. The head of the legation, how- 
ever, shall be bound to give immediately, to the Government of the State to which 
he is accredited, information of what has happened; and the said Government shall 
have the power to demand that the refugee be sent away from the national territory 
in the shortest possible time. 

The head of the legation shall, in his turn, have the right to require the proper 
guarantees to be given for the exit of the offender without any injury to the inviola- 
bility of his person. 

The same rule shall be applicable to the refugees on board a man-of-war in the 
territorial waters of the State. 

Article XVIII. 

The provisions of Article XV shall not be applicable to deserters from vessels of 
war while in the territorial waters of a State. 



4 EXTRADITION OF CRIMINALS. 

Said deserters, whatever their nationality may be, shall be surrendered by the local 
aathorities, upon the proper identification, whenever the legation, or if there is no 
legation, the consular officer of the respective country may ask for it. 

Title III — Extradition. 

Article XIX. 

Every nation shall be bound to deliver np to each other such offenders as have 
taken refuge within its territory, whenever the following circumstances shall occur, 
namely : 

(1) That the nation which asks for the delivery has competent jurisdiction to take 
cognizance and punish the offense with which the refugee ie charged. 

(2) That the offense, owing to its nature or gravity, authorizes the extradition. 

(3) That the nation which demands the extradition has presented such documents 
as, under its own laws, authorizes the imprisonment and trial of the offender. 

(4) That the action against the offender has not been barred by the statute of lim- 
itations, under the laws of the country which makes the demand. 

(5) That the offender has not been punished for the same offense, and has not 
served his sentence. 

Article XX. 

The extradition shall be carried on in full, and in no case can it be hindered by the 
nationality of the offender. 

Article XXI. 

The offenses for which the extradition is warranted are the following : 

(1) As to non-convicted offenders, those offenses which under the laws of the coun- 
try which demands the extradition are punishable with a maximum penalty not less 
than two years' imprisonment, or another equivalent. 

(2) As to convicted offenders, those offenses which are punishable with a maximum 
penalty of one year of imprisonment. 

Article XXII. 

No person shall be delivered up on extradition proceedings when the charge con- 
sists of any of the following offenses: Duel, adultery, libel, treason. But common, 
(non-political) offenses connected with any of the above named shall warrant the ex- 
tradition of the offenders. 

Article XXIII. 

Political offenses, offenses attacking the internal or external safety of a State, or 
common offenses which are connected with them, shall not warrant the extradition. 

The determination of the character of these offenses belongs to the nation upon 
which the demand of extradition is made ; and that right shall be exercised under 
and according to the provisions of the law which should prove to be more favorable 
to the offender. 

Article XXIV. 

No civil or commercial action affecting the offender shall prevent the extradition 
from being accomplished. 

Article XXV. 

The extradition of the offender may be delayed as long as he may remain subject 
to the ptnal action of the State from whence he is asked ; but the extradition pro- 
ceedings shall not be interrupted for that reason. 

Article XXVI. 

Such offenders as may be delivered up on extradition proceedings, shall never be 
either tried or punished for political offenses, or for any acts connected with politi- 
cal offenses, previously committed. 

But said offenders may be subject to trial and punishment in the country to which 
they were surrendered,' upon consent of the State which surrendered them, for of- 
fenses which are extraditable which did not give foundation to the demand granted. 



EXTRADITION OF CRIMINALS. 5 

Article XXVII. 

When the demands of extradition are several and are made for different offenses, the 
delivery shall be made to the nation against which the gravest offense was com- 
mitted. 

If the offenses are equally grave, then the delivery shall be made to the nation which 
first asked for it. But if all the demands are of the same date, the delivery shall be 
made according to the discretion of the Government which grants the extradition. 

Article XXVIII. 

If, after an offender is delivered up to a State, a new demand is made by another 
State for re-extradition, it shall be optional for the State which first granted the ex- 
tradition to accede or not to the new demand, except in the case that the prisoner was 
set at liberty. 

Article XXIX. 

When the penalty for the offense with which the offender is charged is the penalty of 
death, the nation which grants the extradition may demand as a condition for the 
surrender the commutation of the sentence, and the imposition of the penalty next 
inferior in degree. 

Title IV. — Proceedings of extradition. 

Article XXX. 

The demands of extradition shall be presented through the respective legations or 
consular offices, but if none has been established they shall be presented directly from 
Government to Government, and they shall be necessarily accompanied by the fol- 
lowing documents : 

(1) In cases of non-convicted offenders, by an authenticated copy of the statute, 
or provision of criminal law applicable to the offense on which the demand is based 
and of the warrant of arrest and other papers referred to in No. 3 of Article 19. 

(2) In cases of convicted criminals, by an authenticated copy of the final sentence 
passed against the offender and the proper evidence that the condemned man was 
summoned and was either represented at the trial, or legally adjudged in contuma- 
eiam. 

Article XXXI. 

If the Government upon which the demand of extradition is made should deem the 
said demand to be unwarranted, owing to some defects of form, it shall return the 
papers to the Government which made it, with the proper explanation of the defects. 

Article XXXII. 

If the demand of extradition is made in due form, the Government upon which it is 
made shall transmit all the papers to the judge or tribunal of competent jurisdiction 
on the subject ; and the said judge or tribunal shall order the arrest of the offender, 
if it is deemed proper, under the provisions of this treaty. 

Article XXXIII. 

Whenever, under the provisions of the present treaty, the arrest of the refugee is 
to be made, due notice shall be given to him, within the twenty-four hours next fol- 
lowing to his arrest, of the causes and reasons for which he was arrested, and of the 
right which is vested in him under the following article. 

Article XXXIV. 

The prisoner shall be allowed, within the peremptory term of three days, to be 
counted from the date of his first examination, to object to his extradition on the 
following grounds : 

(1) That he is not the same man to whom the demand of extradition refers. 

(2) That the documents upon which the demand is based are not in due form. 

(3) That the extradition is not warranted. 



6 EXTRADITION OF CRIMINALS. 

Article XXXV. 

Evidence in support of his statements, whenever such evidence may be necessary, 
shall be admitted; and this admission shall be governed by the same rules, as far as 
relevancy and time are concerned, as are in force in the country where the proceed- 
ings take place. 

AKTICtE XXXVI. 

After the whole evidence is on file, the judge or tribunal shall decide within ten 
days, and without any further steps, whether the extradition must or must not be 
granted. 

An appeal can be taken against this decision to the court of final jurisdiction on 
the subject, within three days, and that court shall decide within five days. 

Articlk XXXVII. 

If the decision is in the sense that the extradition be granted, the tri bnnal which 
rendered it shall give notice thereof immediately to the executive power, in order 
that the proper provision be made by it for the delivery of the prisoner. 

If the decision is averse to the extradition, the judge or tribunal shall order at 
once the release of the prisoner, and shaU give due information to the executive 
power by sending to it a copy of its decision. 

If extradition was refused because the documents were not sufficient, the case shall 
be re-opened whenever the Government whose demand was refused presents new 
documents, or supplements those which had been presented before. 

Article XXXVIII. 

Whenever the prisoner may acquiesce to his being delivered up, the court shall, 
upon entering in due form the said acquiescence, render a decision granting his ex- 
tradition. 

Article XXXIX. 

Every article or object found in the possession of the offender, and having anything 
to do with the offense for which the extradition takes place, shall be delivered up 
together with the prisoner. 

Those which were found in the possession of third parties shall not be delivered up 
without the possessor thereof having been first given the proper hearing, and a decis- 
ion being rendered upon his statements. 

Article XL. 

When the extradition is to take place by land, the Government which delivers up 
the pHsoner shall be bound to take the latter to the frontier, either of the State 
which makes the demand, or of the State through which he has to be carried. 

When the extradition is to take place by water, whether of the sea or of a river, 
the prisoner shall be delivered up to the agents of the other nations at the port of 
embarkation. 

The nation which asked for the extradition shall always have the right to send one 
or more police ofificers for the proper custody of the prisoner ; but the functions and 
power of said officers shall be subordinate to and dependent upon the authority o4 
the police of the country which has made the delivery. 

Article XLI. 

Whenever the extradition of a prisoner has been granted but the delivery can not 
be actually accomplished without passing through the territory of another State, the 
latter sha'l grant permission to do so, upon no other requisite or formality than the 
exhibition, diplomatically, of the decree by which the extradition was granted, and 
of which an authenticated copy shall be put on file. 

If the permission is granted, the provisions of paragraph 3 of the foregoing article 
shall be complied with. 

Article XLII, 

The expenses which may be incurred, owing to the demand of extradition until the 
moment of the delivery, shall be paid by the State upon which the demand is made ; 
but all o hers incurred after that moment shall be paid by the Government which 
made the demand. 



EXTRADITION OF CRIMINALS. 7 

Article XLIII. 

Whenever the extradition is granted, and the offender delivered up is not a con- 
victed criminal, the Government of the nation to which the said offender was delivered 
up, shall be bound to communicate to the Government which granted the extradition 
the decision which may be rendered in the case or trial for which it was granted. 

TiTUE V. — Of the preventive arrest. 

Article XLIY. 

In cases of urgency the State upon which the demand of extradition is made, shall 
order the preventive arrest of the offender, if so asked by mail or by telegraph, by 
the State which makes the demand, on condition, however, that a sentence, or a war- 
rant of arrest, against the said offender ispositively asserted to have been issued, and 
the nature of the offense with which he is charged is clearly stated and defined. 
f 

Articue XL v. 

The person so arrested shall be set at liberty if within ten days subsequent to the 
arrival of the first mail sent after the date of the petition for the preventive arrest no 
formal demand of extradition is made. 

Article XLVL 

In all cases of preventive arrest the responsibility thereof belongs to the Govern- 
ment which asked for it. 

General provisions. 

Article XL VII. 

No simultaneous ratification of this treaty by all the contracting States shall be 
necessary for its validity. The State which approves of the treaty shall communi- 
cate its approval thereof to the Gover nments of the Argentine Republic and of the 
Oriential Republic of Uruguay, which shall give notice thereof to the other contract- 
ing States. This process shall take the place of an exchange . 

Article XLVIU. 

The exchange having been made in the manner provided for in the preceding arti- 
cle, the treaty bhall remain in force for an indefinite period of time. 

Article XLIX. 

If any of the contracting nations should deem it advitsable to discontinue its ad- 
hesion to the treaty, or should desire to make some modifications of its provisions, 
it shall be in its power to do so: Provided, That it gives notice of its intention to do 
so to the other parties; but it shall not be released from its obligation until after 
two years have elapsed after the notice aforesaid was given by it ; and in these two 
years it shall endeavor to reach some arrangement on the subject. 

Article L. 

The stipulations of this treaty shall be applicable only to offenses committed dur- 
ing the time in which it has been in operation. 

Article LI 

The provisions of Article XL VII are applicable to the nations which have not at-, 
tended this Congress, but wish to adhere to this treaty. 



INTERNATIONAL AMERICAN CONFERENCE. 



REPORT AND RECOMMENDATIONS 



CONCERNING- AN 



INTERNATIONAL AMERICAN BANK. 



51st Congress, ) SENATE. ( Ex. Doc. 

1st Session, j ( Ko. 129 



MESSAGE 

FROM THE 

PRESIDENT OF THE UNITED STATES, 

TRANSMITTING 

A letter of the Secretary of State relative to the report of the International 
American Conference in favor of an international American bank. 



May 27, 1890. — Eead, referred to the Committee on Foreign Belations, and ordered to 

be printed. 



To the Senate and Eouse of Representatives: 

I transmit herewith a letter from the Secretary of State, inclosing a 
report adopted by the International American Conference, recently in 
session at this capital, recommending the establishment of an interna- 
tional American bank, with its principal of&ces in the city of New York 
and branches in the commercial centers of the several other American 
Eepublics. 

The advantages of such an institution to the merchants of the United 
States engaged in trade with Central and South America and the ])ur- 
poses intended to be accomplished are fully set forth in the letter of 
the Secretary of State and the accompanying report. It is not pro- 
posed to involve the United States in any financial responsibility, but 
only to give to the proposed bank a corporate franchise and to promote 
l)ublic confidence by requiring that its condition and transactions shall 
be submitted to a scrutiny similar to that which is now exercised over 
our domestic banking system. 

The subject is submitted for the consideration of Congress in the be- 
lief that it will be found possible to promote the end desired by legisla- 
tion so guarded as to avoid all just criticism. 

Benj. Harrison. 

Executive Mansion, 

May 27, 1890. 



Department of State, 
Washington, May 27, 1890. 
The President: 

I have the honor to submit herewith the report of the committee on 
banking as unanimously adopted by the International American Con- 
ference recently in session in this city. It was the wish of the Confer- 
ence that this proposition, of such great interest to every American 
Eepublio, should, as promptly as possible, secure the earnest attention 
of the Congress of the United States. 



2 INTEKNATIONAL AMERICAN BANK. 

The foreign commerce of the nations south of the Gulf of Mexico 
and the Eio Grande amounts annually to more than $1,100,000,000. At 
present the people of the United States enjoy only a meager share of 
this market, but the action of the recent Conference will result, I be- 
lieve, in the removal of certain obstacles which now tend to obstruct 
the expansion of our trade. 

One of the most serious of these obstacles is the absence of a sys- 
tem of direct exchanges and credits, by reason of which the exporting 
and importing merchants of the United States engaged in commerce 
with Central and South America have been compelled to pay the bank- 
ers of London a tax upon every transaction. Last year our commerce 
with the countries south of us amounted to $282,005,057, of which the 
imports of merchandise were valued at $181,058,966 and the imports of 
specie and bullion were $21,236,791, while our exports consisted of 
merchandise valued at $71,938,181 and $8,668,470 in specie and bullion. 
Of the merchandise imported into the United States the greater part was 
paid for by remittances to London and the cities of the continent to cover 
drafts against European letters of credit. For the use of these credits a 
commission of three-quarters of 1 per cent, is customarily paid, so that 
the European banks enjoyed a large profit upon our business with a min- 
imum of risk. This system steadily results in losses to our merchants 
in interest and differences in exchange as well as in commissions. 
These losses would be largely reduced by the establishment of an in- 
ternational system of banking between tlie American Eepublics. 

The merchants of this country are as dependent upon the bankers of 
Europe in their financial transactions with their American neighbors 
as they are upon the ship-owners of Great Britain for transportation 
facilities, and will continue to labor under these embarrassments until 
direct banking systems are established. 

The report of the committee, hereto attached, presents a simj>le and 
easy method of relief, and the enactment of the measure recommended 
will, in the judgment of the Conference, result in the establishment of 
proper facilities for inter- American banking. 

Eespectfully submitted. t 

James G. Blaine. 



REPORT OF THE COMMITTEE ON BANKING. 

[As adopted by the Conference April 14, 1890.] 

Pursuant to resolutions passed at the meeting of the Conference on 
December 7, 1889, your committee was appointed to consider and re- 
port upon the methods of improving and extending the banking and 
credit systems between the several countries represented in this Confer- 
ence, and now has the honor to submit as the result of its deliberations 
the following report : 

Your committee believes that there is no field of inquiry falling within 
the province of tliis Conference for the extension of the inter- American 
commerce more fundamentally important than that of international 
American banking, and that, in fact, the future of the commercial re- 
lations between North, South, and Central America will depend as 
largely upon the complete and prompt development of international 
banking facilities as upon any other single condition whatever. 

In the opinion of your committee the question of the mechanism of 
exchange is secondary, if at all, only to the question of the mechanism 



INTERNATIONAL AMERICAN BANK. 3 

of transportation. Even after better means of transportation than 
those which exist shall have been estabhshed, it will be irnpossible for 
the commerce between American nations to be greatly enlarged unless 
there be supplied to their merchants means for conducting the banking 
business which shall in some measure liberate them from the practical 
monopoly of credit which is now held by the bankers of London and 
the European Continent. 

If there be an enlargement of the means of transportation, unaccom- 
panied with an equal extension of financial facilities, only partial bene- 
fits will be derived from the former as compared with the benefits which 
might be derived were the two improvements to progress together. 

Your committee is of the opinion that the commerce between the 
American countries might be greatly extended if proper means could 
be found for facilitating direct exchanges between the money markets 
of the several countries represented in this Conference, even if there 
were no improvements in transportation. 

The first effect would be to afford a more direct " clearance-in-ac- 
count " of goods exported against goods imported. 

The large amount of commissions now paid to the European bankers 
could not only be decreased, but such commissions would be paid to 
American bankers or merchants themselves, and in this way a share of 
the profits which now go almost solidly to the European money mar- 
kets could be kept in the financial centers of this continent. 

There does not exist to-day among the countries represented in this 
Conference any organized system of bankers' exchanges or credits ; for 
instance, drafts upon the United States are not obtainable at all in man^ 
of the markets of South America, and in most of them are only salable 
at a discount below the sterling equivalent. In like manner drafts upon 
South and Central America are practically unknown in the money 
markets of New York, Philadelphia, Baltimore, New Orleans, Chicago, 
and Boston. 

The point has been made that to extend business between our States 
long credits must be given. How is it possible for manufacturers and 
merchants at distant points to form relations of such a character as to 
justify the granting of long credits ? At present such relations are chiefly 
formed through the intervention of European banks and bankers, which 
are not interested in the extension of trade between the different Coun- 
tries represented in this Conference except in a secondary and subordi- 
nate sense. The extension of trade between Europe and the Americas, 
not between the Americas themselves, is their first care. By the estab- 
lishment of a well-organized system of international American banking 
our merchants and manufacturers would be able to establish improved 
credit relations, and those administering the system in the several money 
markets of the Americas would immediately become interested in fos- 
tering such relations and facilitating such business to the utmost extent. 

The merchants of the United States now importing goods from the 
countries of South and Central America make such importations, as the 
investigations of your committee show, almost without exception, 
through the use of English bankers' credits. 

The total foreign commerce of the West Indies, Mexico, South and 
Central America amounted last year to about $1,200,000,000 United 
States gold. The committee have not been able to ascertain the amount 
of the commerce among the Latin America States. The total exchange 
of commodities between the United States and countries to the South 
during the year ending June 30, 1888, aggregated $282,902,408, of which 
the imports into the United States amounted to $181,058,966 of mer- 



4 INTERNATIONAL ' AMERICAN ' BANK. 

chandise and $21,236,791 of specie ami bullion, and exports from the 
United States $71,938,181 of merchandise and $8,668,470 of specie and 
bullion. Of the $181,000,000 of merchandise brought into the markets 
of the United States the greater part was paid for by remittance to 
London or the continent, to cover drafts drawn in the exporting mar- 
kets against European letters of credit. 

For the use of these credits on Europe a commission of three-quarters 
of one per cent, is customarily paid, and the foreign banks reap this 
great profit ai a minimum of risk, inasmuch as the drafts drawn against 
these credits are secured not only by the goods represented by the ship- 
ping documents against which the bills of exchange are drawn, but also 
by the responsibility of the party (generally the consignee) for whose ac- 
count the letters of credit are issued, and without any outlay of cash, 
as the American merchant places the cash with the European bankers 
to meet such drafts at or before maturity. 

This system results in the loss to America of interest and differences 
in exchange as well as of commissions, all of which could be saved to 
our countries if international American banking were so developed and 
systematized as to afford a market for drafts drawn against letters of 
credit issued in America, such as now exists for drafts drawn against 
European letters of credit. 

At present, therefore, the situation is such that the merchants of this 
continent aie virtually dependent upon European bankers so far as 
financial exchanges are concerned, notwithstanding the fact that there 
are ample capital and responsibility in the countries here represented, 
and it is the opinion of competent persons that such capital would be 
ready to avail itself of the opportunity of transacting this business di- 
rectly between the financial centers of our respective countries without 
the intervention of London if the laws were such as to permit the eon- 
duct of the business of international banking under as favorable pro- 
visions as are now enjoyed by the European bankers. The prime dif- 
ference would be that these transactions would be carried on by Amer- 
ican instead of European capital, and that the profit would remain here 
instead of going abroad. This, however, is impossible of realization at 
present, in view of the fact that the banking houses of the United 
States doing foreign business are usually controlled by London princi- 
pals, and that it is impossible, without some change in the legislation 
of the United States to secure a sufficient aggregation of capital in corpo- 
rate form, and so free from the burdent^ome restraints and taxes now 
imposed upon moneyed corporations as^to permit competition on equal 
terms with the European bankers. X 

Many different plans have been discussed concerning the best means 
of facilitating direct banking business between our countries. Your 
committee has considered, and dismissed, a number of propositions 
relative to the establishment of banks by means of which the national 
governments themselves should afford financial facilities for inter- 
American banking. Such action, in your committee's judgment, does 
not fall within the proper sphere of government. There is no reason, 
however, why the Governments represented in this Conference should 
not severally charter banking corporations to carry on business of the 
class which is now generally done by the great banking corporations 
of London, that is, not in the issuing of circulating bank notes, but for 
the purchase and sale of bills of exchange, coin, bullion, advancing on 
commodities generally, and for the issuing of bankers' letters of credit 
to aid merchants in the transaction of their business. 

In the United States, where capital exists in particularly large vol- 
ume, and would lend itself most readily to business of this class, and 



INTERNATIONAL AMERICAN BANK. 5 

consequently to the facilitating of ikternational commerce, the laws are 
not such as to encourage the aggregation of capital for such purposes. So 
far as your committee has been able to discover after careful investi- 
gation there is no general statute of the United States nor of any of 
the States of the United States under which a banking company can be 
organized with am pie capital, which would have the power of issuing 
such letters of credit and transacting such business as is done by the 
leading banking companies of London, which virtually occupy the field. 
Tn the United States it will be necessary, in order to secure the proper 
facilities and the proper corporate existence, that there should be legis- 
lation granting a charter, and in most of the States such legislation is 
expressly prohibited by the terms of their constitution. Furthermore, 
the laws of the several States are such as to impose the severest re- 
strictions upon moneyed corporations, and to subject them to taxation 
so heavy that it would render it impossible to carry on the business of 
international banking in successful competition with the English, 
French, and German bankers. 

Your committee believes that the best means for facilitating the de- 
velopment of banking business, and generally of financial relations 
between the markets of North, South, and Central America, as well as 
for improving the mechanism of exchange without calling on any Gov- 
ernment whatever to exceed its proper functions, would be the passage 
of a law by the United States incorporating an international American 
bank, with ample capital, with the privilege on the part of the citizens 
of the several countries in the conf^yence to take shares in such bank 
pro rata to their foreign commerce y/ which bank should have no power 
to emit circulating bank notes, butt^hich should have all other powers 
now enjoyed by the national banks of the United States as to deposit 
and discount, as well as all such powers as are now possessed by firms of 
private bankers in the matter of issuing letters of credit and making loans 
upon all classes of commodity, buying and selling bills of exchange, 
coin, bullion, and with power to indorse or guaranty against proper 
security, and generally to do whatever can already be done by the great 
banking firms who are carrying on their business without the aid of 
corporate charters under the laws of a general partnership. Your com- 
mittee believes, upon well-founded information, that the capital to such 
a bank would be promptly subscribed. 

The United States Government might and should reserve the largest 
visitorial powers. The business of such bank could be conducted with 
perfect safety and with profit to its shareholders and the greatest bene- 
fit to our international commerce. Branches or agencies of such a bank 
could be established in all of the principal financial centers of America, 
with the formal recognition of the Governments of the several States 
in which such agencies are established, or arrangements might be 
entered into with existing banking institutions of the other countries 
for transacting the business, thus at once affording markets throughout 
the two continents for the purchase and sale of bills of exchange, facil- 
itating and improving credit conditions generally, and at once effecting 
a complete mechanism of exchange, such as already exists between our 
respective countries and the European money markets, but which has 
as yet no existence between the money markets of I^orth, South, and 
Central America for the reason already stated. 

One of the direct benefits to be derived by all of the Governments rep- 
resented in the International American Conference from the establish- 
ment of such a bank would be that the investors in the several coun- 
tries in different classes of American securi ties would have better means 



6 INTEENATIONAL AMERICAN BANK. 

than any which now exist ft)r making such investments. For example, 
a South or Central American State about to float a foreign loan would 
feel itself less dependent upon a single combination or syndicate of 
European bankers than at present. There would be open to such bor- 
rowing State two markets to which to apply for national loans as against 
a single market to the mercy of which said borrowing Grovernment is 
now virtually exposed. The same holds good as to all classes of State 
and municipal securities whatever. Latin-American investors would 
find means more readily at command for the investment in and investi- 
gation of all classes of North American securities, and the investors of 
the United States would also find means for the investigation of and in 
all classes of securities issued by the States, municipalities, or corpora- 
tions of Latin America. 

Tour committee recognizes the fact that London has, for many years, 
derived the largest possible benefits through its banking facilities with 
our several States in taking all classes of American loans, which have 
generally proved themselves to be of most stable and desirable charac- 
ter, but, nevertheless, upon terms which have yielded the London bank- 
ers abnormally large profits simply because the element of competition 
does not exist by reason of the absence of proper banking relations be- 
tween the several American countries. The institution of such a bank 
as proposed would at once afford relief against this state of affairs, and 
would be of benefit not only to the merchants in the manner described^ 
but to all classes of investors generally and without distinction. 

In recommending the organization of an International American 
Bank, the recommendation is based upon the present condition of trade. 
The establishment of better means of transportation and the promotion 
of trade in other ways will enlarge the demand for the class of facilities 
of a banking character which has already been referred to. The rap- 
idly increasing wealth of North and South America also enhances the 
need for a complete system of inter- American exchange, and insures 
the subscriptions for an adequate capitalization to an International 
American Bank to meet such needs. As an evidence of this increase 
the valuation of the property of the United States in 1870 w%s*cesti- 
mated at thirty billions; in 1880, forty-three billions six hundred 
millions, being somewhat larger than the estimated value of the property 
of Great Britain at that time. The capital and business of the Amer- 
icas is now much larger than when European facilities for banking 
between Europe and the Americas were established. 

Banks of the character described, having agencies in the financial 
centers of the countries here represented, would materially promote 
the establishment and immediate use of a common standard for calcu- 
lating values whenever such a standard shall be determined upon by 
the countries in interest. 

While the sentiments of the independent nations of this continent 
are favorable to the settlement of all disputes by arbitration as ex- 
pressed by resolutions introduced in this Conference, thus rendering 
war highly improbable if not impossible among them, there exists no 
such guaranty that war may not take place in Europe. In such event, 
as long as we remain solely dependent for our financial facilities upon 
European money centers, a complete demoralization of our credit facil- 
ities and our money markets would necessarily follow and cause finan- 
cial disaster and distress, which would be considerably lessened, if not 
altogether avoided, were there a well-organized system of inter- Ameri- 
can exchange. 



INTERNATtONAL AMERICAN BANK. 7 

It may be asked why can not the object sought for in this memorial 
be attained through the agency of a private bank. The answer is, that 
m the extension of inter- American trade it would be difficult, we might 
well say impossible, to impart either prestige or credit to a private 
bank. The establishment of an international bank by authority of 
Congress would promptly command from the other American Govern- 
ments concurrent legislation which would provide the amplest arid most 
trustworthy form of international co-operation. As neither the bank 
in the United States nor the branches that may be established elsewhere 
can have the power to issue circulating notes the most complete evi- 
dence is afforded in that fact that the bank is to be devoted solely 
to the commercial interests of the two continents and must rely for its 
profits upon the increase of the volume of business from which alone it 
can secure its profits. 

After careful consideration your committee advises the adoption of 
the following resolution: 

Besolved, That the Conference recommends to the Governments here 
represented the granting of liberal concessions to facilitate inter- Amer- 
ican banking, and especially such as may be necessary for the establish- 
ment of an International American Bank, with branches or agencies in 
the several countries represented in this Conference. 

J. M. HURTADO. 

B. C. Yaras. 
Chas. E. Flint. 
Salvador de MENDONgA. 
Manuel Aragon. 
WASHiNaTON, April 14, 1890. 



INTERNATIONAL AMERICAN CONFERENCE. 



ERECTION 



OF 



MEMOKIAL TABLET. 



51st Congress, ) SENATE. ( Ex. Doc. 

1st Session. J t -N"o. 188. 



MESSAGE 

FROM THE 

PRESIDENT OF THE UNITED STATES, 

TRA?kSMITTING 

A resolution of the International American Conference for the erection of 
a tablet to commemorate the meeting of that body. 



July 16, 1890. — Read, referred to the Committee on Foreign Relations, and ordered 

to be printed. 



To the Senate and House of Eepresentatives : ^ 

I transmit herewith a letter from the Secretary of State, inclosing 
a resolution adopted by the International American Conference, for 
the erection of a memorial tablet in the diplomatic chamber of the De- 
partment of State, to commemorate the meeting of that body. 

Benj. Harrison. 
Executive Mansion, 

Washington, July 15, 1890. 



Department of State, 
Washington, July 15, 1890. 
The President: 

I have the honor to inform you that the International American Con- 
ference, recently in session at this capital, before its final adjournment, 
adopted the following resolution, proposed by the Hon. Salvador de 
Mendonga, a delegate from the Eepublic of Brazil : 

Besolved, That all delegations here present, the United States delegation included, 
vote and provide the means to place, with the necessary permission, on the walls of 
the room in the Department of State, in which were inaugurated our sessions, a 
bronze tablet, which shall contain, above the roll of the delegations, the following 
inscription in the four languages of this Conference: 

The nations of North, South, and Central America resolve that it be commemorated 
that in this room, on the 2d day of October, of the year 1889, James G. Blaine, Secre- 
tary of State of the United States, presiding, were opened the sessions of the Inter- 
national American Conference, which, besides other measures destined to promote the 
union and welfare of the peoples of this continent, recommended to them as a guar- 
anty of peace, the principle of obligatory arbitration. 

Respectfully submitted. 

James G. Blaine. 



INTERNATIONAL AMERICAN CONFERENCE. 
CELEBRATION 

OF THE 

FOUETH CENTENNIAL 

OF THE 

DISCOYEET OF AMERICA. 



51sT Congress, ) SEifTATE. < Ex. Doc 

1st Session, i I ^^^ 273 ' 



MESSAGE 

FROM THE 



PRESIDENT OF THE UNITED STATES, 



TRANSMITTING 



A resolution of the International AmeHcan Conference relative to celebrat- 
ing the discovery of America. 



July 3, 1890.— Read, referred to the Select Committee on the Quadro-Centennial, and 

ordered to be printed. 



Executive Mansion, 
Washington, July 2, 1890. 
To the Senate and Home of Representatives : 

I transmit herewith for your information a letter from the Secretary 
ot btate, inclosing a copy of a resolution passed by the International 
American Conference, with reference to the celebration of the fourth 
centennial of the discovery of America. 

Benj. Haeeison. 



Depaetment of State, 
To the PEESIDENT : Washington, May 30, 1890. 

J have the honor to transmit herewith, for your information, and that 
of the Congress of the United States, a copy of a resolution adopted by 
the International American Conference at its session of April 19 last: 

Beaolyed^ That in homage to the memory of the immortal discoverer of America and 
the International Conference hereby offers its hearty co-operation in the manifesta 

Respectfully submitted. 

'^ James G. Blaine. 



\ 



